Notices to Mariners. OOSTENDE Janaury 7th 2010

Transcription

1 Notices to Mariners OOSTENDE Janaury 7th 2010 NR.01

2 Berichten Notices aan to zeevarenden Mariners OSTEND JANUARY 7th 2010 NR.01 Bearings are true directions calculated from sea for light sectors. Lengths in relation to Greenwich. This is a free translation of the official Berichten aan Zeevarenden, nr.1 jaargang 2010 In case of dispute the Dutch text is the only valid copy. AFDELING KUST

3 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. 24 1/7A RADIO NAVIGATION MESSAGES p. 35 1/7B RIVER INFORMATION SERVICES p. 35 1/8 WEATHER FORECAST AND ANNOUNCEMENTS OF stormy WEATHER AND GALE FORCE WINDS p. 38 1/9 arrangements TO BE MADE IN THE EVENT of A SUBMARINE ACCIDENT p. 42 1/10 TREATMENT OF MINES AND EXPLOSIVES FOUND AT SEA p. 46 1/11A PILOTAGE SERVICE IN THE SCHELDT-ESTUARIES AND AT THE BELGIAN COASTAL PORTS p. 50 1/11B RESOLUTION OF EXEMPTION FROM COMPULSORY PILOTAGE scheldt REGULATIONS p. 53 1/11C INTENSIFIED COMPULSORY PILOTAGE FOR VESSELS IN THE BELGIAN TERRITORIAL SEA AND WATERS UNDER THE AUTHORITY OF THE FLEMISH GOVERNMENT p. 58 1/12 PILOTAGE REQUEST ARRANGEMENTS FOR VESSELS WITH A FLEMISH PORT AS DESTINATION p. 63 1/13 special SIGNALS AND INSTRUCTIONS at FLUSHING ROADS p. 79 1/14A SCHELDT AND ITS ESTUARIES oversized COMMERCIAL VESSELS p. 86 1/14B WESTERN SCHELDT - ARRIVAL AND DEPARTURE REGULATIONS, TO/ FROM ANTWERP p. 87 1/14C EXTENDED ADMISSION POLICY FOR CONTAINER SHIPPING TO AND FROM THE PORT OF ANTWERP P.93

4 3 1/15 LOWER AND UPPER SEA SCHELDT PERMISSION TO MOOR p. 99 1/16 VESSEL TRAFFIC SERVICES SCHELDT AND ITS ESTUARIES MARIPHONE CHANNELS 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 /24D PORT OF ZEEBRUGGE SPEED LIMITATION p /25 PORT OF ZEEBRUGGE PORT SIGNALS AT THE NEW BREAKWATERS p /26 WARNING ON THE USE OF non-equivalent ELECTRONIC SEA CHARTS p /27 WORLD GEODETIC SYSTEM 1984 (WGS84) p /28 (DIFFERENTIAL) GLOBAL POSITIONING SYSTEM THEORY AND PRACTICE p. 179 Notices to Mariners JANUARY 7th /29 clarification ON THE USE OF RNC AND ENC IN ECDIS p. 183

5 4 1/30 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 REPORTING DANGEROUS SUBSTANCES TO THE COMMON nautical AUTHORITY p /33D TRANSPORT OF DANGEROUS SUBSTANCES WITH GAS TANKERS TO AND FROM THE SCHELDT PORTS p /33E INSPECTION ON THE DECLARATION ON FINANCIAL security WHEN COVERING THE LEGAL LIABILITY for DAMAGE CAUSED BY OIL POLLUTION p /33F THE WEST EUROPEAN TANKER REPORTING SYSTEM (WETREP) p /34 sea WATER POLLUTION DUE TO OIL OR other HAZARDOUS SUBSTANCES p /35 anchoring OF DAMAGED VESSELS AFTER AN INCIDENT p /36A SEAWARD ARTILLERY PRACTICE GENERAL REGULATIONS p /36B NIEUWPOORT - SEAWARD ARTILLERY PRACTICE small, MEDIUM AND LARGE SECTORS p /37 north SEA - S SECTOR ARTILLERY PRACTICE ON floating TARGETS p /38 ZONE FOR DETONATING WAR AMMUNITION AND PRACTICE MINES NE OF 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. 224 INDEX ABBREVIATIONS p

6 5 Notices to Mariners JANUARY 7th 2010

7 6

8 7 1/1 NOTICES TO MARINERS BaZ 1/ cancelled The Notices to Mariners (BaZ) publish 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 the year, the volume number and its article code in the BaZ. Some articles are provisional and can be recognized by the letter (P) following the article code; others are temporary and can be recognized by the letter (T). The provisional articles are usually followed by a 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 (Oostende Coast Guard - Department Shipping Assistance Service) and mainly contain information about temporary beaconing problems. The mariners need to take into account occasional restrictions in terms of preciseness or completeness of nautical publications and articles. Following article 3 of the KB of June 20th 1977 of the execution of the law of November 24th 1975 holding approval and execution of the treaty on the international regulations to prevent collisions at sea, 1972, with the Regulations and their additions and article 27 and 4 Notices to Mariners JANUARY 7th 2010

9 8 of the KB of August 4th 1981 holding police- and shipping regulations of the Belgian territorial sea, the ports and the beaches of the Belgian coast; all mariners must follow the general principles on the regulation of shipping traffic as they appear in the annually issued Notices to Mariners nr. 1 and following. Following article 29 of the aforementioned KB every mariner must also transfer all information concerning any special observations in the area of the Belgian coast and the Scheldt (cf. Nautical Publications) that concern shipping, and report every instance of missing/false information in aforementioned publications to ensure general safety at sea. This can be done at the following address: Afdeling Kust - Vlaamse Hydrografie (Department Coast - Flemish Hydrography) Administratief Centrum (1st floor) 3 Vrijhavenstraat 8400 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 (Oostende Coast Guard) or to the proper traffic centre. If necessary via Oostende Radio over the proper mariphone channels. NOTES: All positions mentioned in this BaZ are in WGS84. We ask your attention for: - Amended articles: 1/1, 1/2, 1/11C, 1/12, 1/14C, 1/16, 1/17, 1/18A, 1/19, 1/24A, 1/24C, 1/24D, 1/33C, 1/33D, 1/33E, 1/33F, 1/36A, 1/36B, 1/39 - Deleted articles: 1/12B, 1/16A, 1/16B, 1/16C, 1/16D _ (Source: MDK - Afd. Kust - Vlaamse Hydrografie)

10 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 Legislation on water-borne traffic (1988) for the Dutch section of the Western Scheldt The shipping regulations for the Lower Sea Scheldt 1992 The police regulations of the Lower Sea Scheldt 1992 The general rules for shipping routes of the Kingdom 1935 General policy regulation on inland waterway traffic (KB of 24 September 2006), based on the European CEVNI (Code Européén des Voies de Navigation Interérieur) 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 Antwerpen: 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 Notices to Mariners JANUARY 7th 2010

11 10 4. To the Belgian territorial sea, coastal ports and beaches: The police and shipping regulations of The decree of April 19th 1995 on the organisation and working of the pilotage service of the Flemish Government and on the qualifications of port pilots and boatsmen, such as modified, and the additional excecutive decisions. The vessels that the various decrees apply to must have a copy of the proper regulations aboard, as well as an updated official chart of the area. 5. Also applies to the coastal ports of Zeebrugge and Oostende: The regulations for the port of Zeebrugge, sea channel and the Brugge docks according to KB Police regulation for the commercial port of Oostende as approved by the Oostende city council on December Supplements to the general regulation for certain waterways Special regulations applicable to certain shipping routes, Most of these regulations are available at the federal government s website and can be downloaded: _ (Source: MDK - Afd. Scheepvaartbegeleiding)

12 11 Notices to Mariners JANUARY 7th 2010

13 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 receipt or acknowledge in the DSC upon receiving messages, unless the nature of the message requires doing so

14 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 identi fied 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 JANUARY 7th 2010

15 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 BEL- MAR-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 n. the date-time-group for every single message. 4. RADIO STATION, FREQUENCIES and TIME ROSTERS (UTC) 1. Oostende-radio Radiotelephony Upon reception, the coast station will immediately send all

16 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 mmediately 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 BELMARmessages 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 JANUARY 7th 2010

17 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.

18 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/EXERCISE. 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 must not slow down the shipping activities nor do they give any right on a financial compensation. _ (Source: Ministerie van Defensie - Belgische Marine - Comopsnav d.d.16/09/96) Notices to Mariners JANUARY 7th 2010

19 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 (wave length 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.

20 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. Oostende 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 JANUARY 7th 2010

21 20 2. COASTAL STATION ANTWERP - RADIO (Served by Oostende Radio since 01/01/96) Frequencies, broadcasts and callsigns. Listening out. Radiotelephony VHF (F3E) 1. Channels for announcing and broadcasting safety reports: for announcing: K16 The first broadcast of a DBZ will also be announced over DSC on VHF channel 70. for broadcasting: K24 2. Listening out: permanently done on the channels K16 and K24. (other working channels for commercial traffic: 7,27, and 81). 3. Range: Scheldt (upstream Terneuzen) Sea ports Antwerpen and Ghent. 4. Callsign: OSA _(Source: Ministerie van Defensie - Kuststation van de Marine - Oostende Radio)

22 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 e- mail, 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 heures ou au plus tard dès que le port d escale est connu. Notices to Mariners JANUARY 7th 2010

23 22 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 d.d.26/01/2005)

24 23 _Chart: ISPS registration form (FCBH/OND/2006/09 17/8/ version 2) _(Source: Coastguard Secretary, Oostende, dated 20/08/2007) Notices to Mariners JANUARY 7th 2010

25 24 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 ENVE- LOPE 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 (WWN- WS). 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.

26 25 3. In the event of an adjustment to the travel schedule the vessel will send out a PASSAGE AMENDMENT (PASSAM) message (see supplement). The body of the message should contain at least 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) Notices to Mariners JANUARY 7th 2010

27 26 ANNEX 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).

28 27 - If in harbour where an NCAGS Authority is present: In these circumstances the NCAGS Authority will send an NCAGS Liaison Officer to collect information about your ship and its intended passage (Format BRAVO: see below). This information is to enable the Naval Control of Shipping Authorities to plot your vessel s passage through the NCAGS and thus be in a position to provide advice and/or direction if this should prove necessary. Such advice would be sent 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 Notices to Mariners JANUARY 7th 2010

29 28 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 or Format BRAVO report. Diversions If your voyage will take you through the Shipping Risk Area, you may receive a DIVERSION ORDER message (See Para 10 below) from the NCAGS Commander to either: - Route you around the SRA. - Direct you to a Shipping Coordination Point (SCP) to receive further instructions (see Para 9 below). - convoys or Accompaniment. It may be necessary for Allied warships to accompany you, with or without other vessels, through the area, or for convoys to be formed. Should this be necessary, full instructions and briefing will be given to you at the Shipping Coordination Point. 9. Shipping Coordination Points (SCP) Purpose: The purpose of an SCP is to provide the means by which ships proceeding into and within the NCAGS may be further briefed on the risk and routing and/or organised for protection. This may include the embarkation or disembarkation of NCAGSLOs for merchant ships transiting a Shipping Risk Area.

30 29 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. Notices to Mariners JANUARY 7th 2010

31 30 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 centre (shipping.manw.nato.int/index.php). 2. This message is to be sent by a vessel as soon as possible after being instructed that it has been consigned to Naval coordination and Guidance of Shipping (NCAGS) and thereafter on every occasion that its voyage will take it into a declared NCAGS. Normal communication channels are to be used. 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 a time of 21:00 (GMT/UTC) on the 18 July NATO units routinely describe GMT/UTC as time zone Zulu abbreviated to Z.

32 31 Section A - Ship Data 1. ship s name 2. International callsign 3. Type of vessel 4. flag of registry 5. IMO number 6. Port of registry 7. Length overall 8. Vessels width 9. Maximum draft for present voyage 10. Vessel s gross tonnage 11. Speed: Maximum speed (only required for convoys) Minimum speed (only required for convoys) Declared speed for the voyage 12. Significant appearance of vessel for optical recognition 13. INMARSAT/selective call number 14. Name of communication station being copied 15. State whether PACE equipment and keying material is held 16. Fax number 17. 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 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 Notices to Mariners JANUARY 7th 2010

33 32 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)

34 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 JANUARY 7th 2010

35 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 d.d. 30/09/04)

36 /7A RADIO NAVIGATION MESSAGES BaZ 1/7A 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 have been charted and the data concerning the broadcasting times and frequencies has been recorded in several nautical publications such as the Admiralty List of Radio Signals - Volume 5 (NP 285) and Diagram A5 (NP 285 a). Mariners are encouraged to consult one of the aforementioned publications when sailing in one of the affected zones, and to make use of the radio navigation message service. _(Source: MDK - Afd. Scheepvaartbegeleiding) 1/7B RIVER INFORMATION SERVICES BaZ 1/7B cancelled The River Information Services Centre at Evergem is available 24/7 for general queries on shipping and waterways. Information on hours of operation, waterways and their characteristics, bridge clearances, water levels, flows, possible routes, shipping rights, recreational trips, work in progress on waterways, reporting incidents, etc, can be obtained at any time on: or at ris@vlaanderen.be. _(Source: MDK - Afd. Scheepvaartbegeleiding) Notices to Mariners JANUARY 7th 2010

37 36

38 37 Notices to Mariners JANUARY 7th 2010

39 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 Oostende-Radio in both Dutch and English. 4. Antwerpen-Radio will also announce stormy weather and gale force winds over VHF.

40 39 2. WEATHER REPORTS Broadcasts by Oostende-Radio: In telephony: on 2761 khz and VHF channel 27, in English and Dutch, after a previous announcement on 2182 khz and VHF channel 16 in English and on 2256, 2376 and 2484 khz in Dutch. On fixed times: 0720 LT and 0820 UTC and 1720 UTC. On Navtex: 0710 and 1910 UTC on 518 khz in English. 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 Oostende-Radio: In the text of the radio transmissions the wind speed and direction, as well as the affected area and the expected evolution will be 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 JANUARY 7th 2010

41 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 Antwerpen- Radio (served by Oostende-radio since 01/01/96): on K24 VHF after previous announcement on K16: immediately upon reception at the coastal station; after that at H 48 and H 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 Oostende-Radio: The broadcasts will be made in telephony and over radiotelex-nav- TEX 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 -2187,5 khz 4. Broadcasts of storm warnings from force 6 on made by Antwerpen Radio (served by Oostende Radio since 01/01/96): on K24 VHF after earlier announcement on K16:

42 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 - d.d.26/09/2006) Notices to Mariners JANUARY 7th 2010

43 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

44 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 the Notices to Mariners JANUARY 7th 2010

45 44 opportunity to safely reach the surface. It is recommended to keep a lifeboat in the water at the indicated position in order to give swift assistance to survivors that have suffered physical or mental harm. 7. It is important to indicate to survivors of the submarine accident that rescue assistance is on its way. This may be done by setting out the echo sounder or by regularly hitting the outer hull below the water line with a heavy hammer. These sounds can be heard inside the submarine. 8. Nearly every navy has a rescue system standby to intervene during submarine accidents. Such a submarine rescue system will: Determine the position of the sunken submarine as precisely as possible send a vessel, preferably with lifeboats already on the water, to pick survivors out of the water Offer medical assistance to survivors that have been picked up send a diving decompression chamber to the place of the accident so survivors can be treated Let the persons still aboard the sunken submarine know that help is being offered. However the actions of the first vessel at the scene are often of the greatest importance for the success of the entire rescue operation. Note: To avoid situations that can lead to collisions or near collisions with fishing vessels or their nets, (submerged) submarines will always try to be cautious. A submarine is equipped with the proper sensors that will, generally speaking and taking into account the rules of good seamanship, allow them to pass by fishing vessels at a safe distance. _(Source: Nederlandse Hydrografie - Den Haag - BAZ1 2008)

46 45 Notices to Mariners JANUARY 7th 2010

47 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 it from moving. The device should be sealed off from the outside air (This is important as an explosive that has been exposed to the atmosphere can become extremely sensitive to shocks when dry). an explosive device may never be sunk in water deeper than it was first found in.

48 47 4. In order to ensure the safety of shipping and the fishing ships the position of the sunken explosive or that of the dredge, in case it was cut must to be beaconed and reported to the Commando Marineoperaties, permanentie van Comopsnav (Command of Navy operations, permanent guard of Comopsnav), 1 Graaf Jansdijk, 8380 ZEEBRUGGE, via the MRCC-COAST GUARD OSTEND in Oostende (Maritime Rescue and Coordination Centre). 5. When a suspicious explosive device is dredged up on a position that is about 2 hours of sailing away from the Belgian coastline, this shall be reported by radio to the MRCC - COAST GUARD OSTEND in Oostende. This report will also include the estimated place and time of arrival of the vessel at the roads. With the port in sight the diverminesweepers 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 Oostende this is traffic control, for the port of Zeebrugge this is Port-Control. In this event the fishing vessel will moor at the designated position. Should the minesweeper be of the opinion that the risk is too great and that defusing should be done at sea or after stranding the ship, the minesweepers will consult the MRCC-COAST GUARD OSTEND and give the appropriate instructions. 6. A ship with an explosive device aboard or in its fishing equipment will warn ships in the environment of this. When the dredge is cut or the explosive has been sunk, this position will also be reported to the MRCC- COAST GUARD OSTEND. 7. In no event shall an attempt be made to dredge up a mine and sail into a port with it on personal initiative. _(Source: Ministerie van Defensie - Marine Zeebrugge d.d.17/10/2005) Notices to Mariners JANUARY 7th 2010

49 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 vicinity position type (explosives chart) measurements

50 49 Notices to Mariners JANUARY 7th 2010

51 50 1/11A PILOTAGE SERVICE AT THE SCHELDT-ESTUARIES AND AT THE BELGIAN COASTAL PORTS BaZ 1/11A 2009 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 Oostende, 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 Belgian ports at the Western Scheldt and at the canal from Ghent to

52 51 Terneuzen. This Flemish pilot vessel has a black hull with a white number on both sides of the bow and a yellow chimney with a black top lining. During the day she will sail under a red flag with the white letter P. At night she will sail under the lights as determined by the Internationaal Reglement ter Voorkoming van Aanvaringen op Zee (the International Rules for Prevention of Accidents at Sea). She is equipped with VFH radiotelephony and listens to channels 65 and 6. During bad weather the pilot vessel will, if possible, still offer pilotage service from a more secure position between lighted buoy SWA and the lighted buoy A1. 2. A Dutch pilot vessel is stationed in front of the Oostgat, one mile to the west of the lighted Schouwenbank buoy. The pilot vessel has a black hull with her name on both sides of the bow and the word PILOT on the ship s side in white letters. She is equipped with VHF radiotelephony and listens to channels 64 and 6. West of the Schouwenbank, about 1 mile to the west of the lighted Schouwenbank buoy, Flemish and Dutch pilots are available for piloting ships to Antwerpen and Ghent. Ships headed for Dutch ports at the Western Scheldt are piloted by Dutch pilots. During the day the pilot vessel at this station sails under a blue flag with the white letter L on top. At night she sails under the lights as determined for pilot vessels in the International 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 JANUARY 7th 2010

53 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 Oostende G 8 3. The pilotage service Coast at Zeebrugge for the 3 Belgian coastal ports can be reached on mariphone channel 9, callsign loodsdienst Zeebrugge ( Zeebrugge pilotage service ). In the event of decreased visibility the morse- or flag signals can be replaced with the according sound signals of the International Code of Signals, at least 3 seconds after the fog signal. The pilot vessel will answer in the same manner as mentioned above in 1. _(Source: MDK - DAB loodswezen)

54 53 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, as amended; In view of article 9, second part, section a, of the Scheldt Regulations; Art. 1. In this resolution the following is understood by: 1 length over all: the length over all according to Lloyd s Register of Ships; 2 Flushing Roads: the part of the Western Scheldt that has been described as the Flushing roads area in the 1990 Western Scheldt Shipping Regulations; 3 Rhine vessel, Denmark vessel, sea-going inland waterway vessel, register: as described in the Dutch Compulsory Pilotage Resolution of 1995; 4 Gross tonnage: Gross tonnage according to Lloyd s Register of Ships; Art. 2. Without prejudice to the provisions of or pursuant to article 11 of the Scheldt Regulations, the masters of the following types of vessels are exempt from the compulsory pilotage set out in the first section of article 9 of the Scheldt Regulations. 1 inland waterway vessels, if not positioned seawards towards Flushing Roads; 2 estuary shipping: inland waterway vessels that only sail in a limited sailing area along the Belgian coast and have been registered as such by the Belgian government; 3 fluvio-marine shipping: inland waterway vessels holding a sea certificate that are limited to sailing within a particular area at sea and have been registered as such by the Belgian or Dutch authorities; Notices to Mariners JANUARY 7th 2010

55 54 4 anchored sea-going vessels with the exception of sea-going vessels with a gross tonnage of 60,000 or more or a draught of 130 decimetre or more if not positioned seawards towards Flushing Roads. 5 Rhine vessels, Denmark vessels and sea-going inland waterway vessels that have been exempted from compulsory pilotage in accordance with the applicable legal provisions in the Netherlands and that have been registered as such in the register, if not positioned seawards towards Flushing Roads; 6 vessels built for dredging or transporting sand, dredging material or gravel unless they are used for other purposes during trips; 7 sea-going vessels owned or managed by the Flemish or Dutch pilotage services; 8 ships owned or managed by the Belgian, Flemish or Dutch government; 9 warships belonging to the Royal Navy, the Belgian Navy or an allied navy; 10 vessels sailing along a pilotage route in the territorial sea without the intention to call at or leave a port in the River Scheldt; 11 vessels sailing along a pilotage route in the territorial sea from or to the place where the pilotage ends or begins. 12 vessels moving along the same quay or making a similar short move within a shipping route. Not exempt are sea-going vessels built or adjusted and used for the transport of mineral oil, gas or chemicals in bulk that are fully or partially loaded with these goods or are empty but have not yet been degassed or cleaned of their dangerous residues, with the exception of: a. anchored vessels positioned seawards towards Flushing Roads; b. vessels with a gross tonnage of less than 60,000 or with a draught of less than 130 decimetre moored at or upstream Flushing Roads. Art. 2bis. Without prejudice to the provisions of or pursuant to article 11 of the Scheldt Regulations, the following types of vessels are ex-

56 55 empt from the compulsory pilotage set out in the first section of article 9 of the Scheldt Regulations: 1 sea-going vessels with a length over all up to 80 metres and a draught up to 5.5 metres sailing the estuaries of the River Scheldt from the Magne buoy via Oostgat, Galgeput, Sardijngeul and the Flushing Roads to the ports of Flushing East; 2 sea-going vessels with a length over all up to 80 metres sailing the estuaries of the River Scheldt via a different navigation route than the one mentioned under 1 ; Not exempt are sea-going vessels built or adjusted and used for the transport of mineral oil, gas or chemicals in bulk that are fully or partially loaded with these goods or are empty but have not yet been degassed or cleaned of their dangerous residues, with the exception of: a. anchored vessels positioned seawards towards Flushing Roads; b. vessels with a gross tonnage of less than 60,000 or with a draught of less than 130 decimetre moored at or upstream Flushing Roads. NB The exemptions from compulsory pilotage in the Scheldt estuaries will be granted as determined in: the 2003 Resolution on the Exemption from the Compulsory Pilotage described in the Scheldt Regulations (Belgian Official Gazette of , page 38348), amended by the Resolution of 18 September 2008 (Belgian Official Gazette of , page 50451); the Further Requirements for Exemption from the Compulsory Pilotage described in the Scheldt Regulations (Belgian Official Gazette of , page 38350), amended by the Resolution of 18 September 2008 (Belgian Official Gazette of , page 50429). (Source: MDK HR division - 05/11/2008) Notices to Mariners JANUARY 7th 2010

57 56

58 57 Notices to Mariners JANUARY 7th 2010

59 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 competent authority: the head of the Agency for Maritime and Coastal Services or any replacement appointed by the head of the agency; 4 length: the overall length; 5 inland vessel: vessel registered as being such in her country of origin or a ship that only usually sails inland waters or is meant to do so, according to the regulations of the royal decision of August 4th 1981 holding police- and shipping regulations for the Belgian territorial sea, the ports and the beaches of the Belgian Coast; 6 estuary shipping: inland vessels that only sail a limited area along the Belgian coast and have been registered as being such in their country of origin; 7 fluviomarine shipping: inland vessels that are limited to sailing a particular area at sea and have been registered as being such in their country of origin; 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;

60 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: 1. In Belgian territorial sea between the pilotage points as they have been determined by the proper authority and in the Flemish coastal ports; 2. On the Scheldt river from the Belgian/Dutch border up to Temse; Notices to Mariners JANUARY 7th 2010

61 60 3. On the Belgian part of the sea canal of Ghent to Terneuzen, the Moervaart, and the docks that connect to these waters; 4. The tidal ports of Oostende, Zeebrugge and Nieuwpoort and the waters between these ports and the nearby roads; 5. The entrance lanes of the locks connecting to the waters 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, dredging material or gravel and used for that activity; 7 ships owned or managed by the Flemish or Dutch pilotage services; 8 ships owned or managed by the Belgian, Flemish or Dutch government. Art. 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;

62 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 JANUARY 7th 2010

63 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 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 d.d )

64 63 1/12 PILOT REQUEST ARRANGEMENTS FOR VESSELS WITH A FLEMISH PORT AS DESTINATION. BaZ nr 1/12A and 1/12B cancelled 1. DEFINITIONS In these procedures, we understand by: Operator: the captain, the charter company, manager, or agent of a vessel Pilot request time: time at which the pilot is required to board the vessel Pilot request services: operational points of contact of the Flemish and Dutch Pilotage Service charged with the assignment of pilots Pilotage point: pilot s embarkation point at sea Pilot order: ordering of a pilot request time Initial pilot order: the first pilot order which must be given by the operator through the electronic system of the port of destination or of departure Electronic system: ENSOR (Ostend), ZEDIS (Zeebrugge), APICS (Antwerp), ENIGMA (Ghent), LIS21 (Nieuwpoort, Sea canal Brussels, Upper Sea Scheldt, Terneuzen, Flushing, Middelburg, Hansweert, Walsoorden) ETD: expected time of departure RTD: time at which a vessel is scheduled for departure from a given point Chain operation: an integrated organisation of the traffic guidance systems and the shipping actors with which the shipping routes from sea up to the berth, and vice-versa, is considered as a part of one uninterrupted chain, in order to achieve an optimal traffic flow. This envisages the optimization of the full sea trip and not the optimization of the operation of one of the shipping actors (definition source: Shipping guidance decree) Means of communication: electronic system of the port, telefax, fixed and mobile telephone (excluding SMS), (only for captains) Harbour master s office: service within the port operations responsible for scheduling the locks request at least 6 hours in advance of arriving there. The captain s request has priority on all other requests. Notices to Mariners JANUARY 7th 2010

65 64

66 65 2. Pilot ORDER for an incoming VESSEL ARRIVING FROM SEA a. Initial pilot order The operator must report the initial pilot order for one of the pilotage points at least 6 hours in advance of the pilot request time. In case this pre-requisite is not met, the vessel can incur up to a maximum delay of 6 hours. The initial order by the agent is done on behalf of and to the account of the captain, charter company or manager of the vessel. The above-mentioned also applies to the operator, who wants to use the services of a pilot without being obliged to do so. This regulation also applies to vessels which want to take in a pilot on the Flushing Roads. When 1 hour after the time of pilot request time no direct contact has been made between the vessel and the pilot order services (see section 8), the pilot order is cancelled, and a new initial pilot order must be made. b. Reconfirmation A pilot order for Ghent and Antwerp that was reported more than 24 hours in advance, must be reconfirmed by the operator or by the agent on behalf and to the account of the captain, charter company or manager of the vessel, as from 12 hours before the time of order but not later than 6 hours in advance. If the operator does not comply with this rule, the pilot order is cancelled, and a new initial pilot order must be made. c. Active order The pilot order becomes active 6 hours before the pilot request time. From that moment, the pilot services take the necessary actions for bringing the pilot at the required time and the required place on board of the vessel.from that moment, any adjustment and/or cancellation must be reported to the pilot request service (see section 8) through the defined means of communication. Notices to Mariners JANUARY 7th 2010

67 66 d. Adjustment When the pilot request time is delayed with more than 1 hour, the operator must adjust the pilot request time through the defined means of communication not later than before the pilot order becomes active. The adjustment by the agent is made on behalf and to the account of the captain. If this rule is met, no fees will be charged as mentioned in the pilotage rates decree. An adjustment of an active time of request can only be reported through the defined means of communication to the pilot request service (see section 8). In this case, the fees mentioned in the pilotage rates decree will be charged. When the pilot request time advances, the operator must report this not later than 6 hours in advance of his new time of pilot request through the defined means of communication. The adjustment by the agent is made on behalf and to the account of the captain. Non-compliance of the above can result in a maximum delay of 6 hours. An adjustment communicated by the captain has priority over all other changes. When on arrival at the pilotage point, the time of pilot request still is delayed for any reason whatsoever (congestion, orders, authorization policy), the vessel will be provided with a pilot not later than 6 hours after having received the permission to board a pilot. This situation can result in the charging of a cancellation as mentioned in the pilotage rates decree. e. Cancellation A cancellation must immediately be reported to the pilot request service through the defined means of communication (co-ordinates, see section 8). The cancellation by the agent is made on behalf and to the account of the captain. When the pilotage service still has no radio contact (VHF) with the vessel one hour after the time of request, the time of request is officially cancelled, and a new initial pilot order must be formulated.

68 67 f. Reporting procedure The operator must ensure that the initial pilot order contains at least the following information: Name of the vessel Call sign Flag IMO number Port of destination Berth place Desired mooring side Date, time and pilotage point (dd:mmhh:mm in local time) Vessel without obligation of pilotage: indication of required pilotage fairways Name of agent Overall length Overall width Current maximum draught in decimetres Helicopter piloting required in case of suspended pilotage services: YES/NO Helicopter piloting required in good weather: YES/NO Special remarks in case of limited manoeuvrability, damage to the vessel, delay at the pilotage station With every adjustment of the pilot request time that is not communicated through the electronic system, the operator mentions as a minimum the following information to the pilot request service (see section 8): ADJUSTMENT OF PILOT REQUEST TIME Name of vessel & IMO number Port of destination Berth place Pilotage point Adjusted time of pilot request (dd:mmhh:mm in local time) Remarks Notices to Mariners JANUARY 7th 2010

69 68 In case of a cancellation that is not communicated through the electronic system, the operator mentions as a minimum the following information to the pilot request service (see section 8): CANCELLATION PILOT ORDER Name of vessel & IMO number Post of destination Berth place Pilotage point pilot request time to be cancelled (dd:mmhh:mm in local time) Remarks 3. PILOT ORDER FOR A DEPARTING VESSEL a. Initial pilot order The operator must report the initial pilot order at least 3 hours in advance of the pilot request time. The initial order by the agent is done on behalf and to the account of the captain, charter company or manager of the vessel. In case this prerequisite is not met, the vessel can incur up to a maximum delay of 3 hours. The above-mentioned also applies to the operator, who wants to use the services of a pilot without being obliged to do so. For a vessel having a berth place behind the lock, the operator must report in time his ETD berth place to the harbour master s office. The harbour master s office communicates the RTD-lock to the pilot request service (see section 8) 3 hours in advance through the electronic system. This RTD-lock is valid as pilot request time. b. Active order The pilot order becomes active 3 hours before the pilot request time. From that moment, the pilotage services take the necessary actions for bringing the pilot at the required time and the required place on board of the vessel.

70 69 From that moment, any adjustment and/or cancellation must be reported to the pilot request service (see section 8) through the defined means of communication. c. Adjustment When the pilot request time delays with more than 1 hour, the operator must adjust the pilot request time through the defined means of communication not later than before the pilot order becomes active. The adjustment by the agent is made on behalf and to the account of the captain. If this rule is met, no fees will be charged as mentioned in the pilotage rates decree. An adjustment of an active time of request can only be reported through the defined means of communication to the pilot request service (see section 8). In this case, the fees mentioned in the pilotage rates decree will be charged. When the pilot request time advances, the operator must adjust the pilot request time for the new time of departure not later than 3 hours in advance. The adjustment by the agent is made on behalf and to the account of the captain. Non-compliance of the above can result in a maximum delay of 3 hours. An adjustment communicated by the captain has priority over all other ones. In case of an adjustment of the RTD-lock (pilot request time), the harbour master s office communicates immediately the adjusted RTD-lock to the pilot request service (see section 8) through the electronic system. d. Cancellation A cancellation must immediately be reported to the pilot request service through the defined means of communication (co-ordinates, see section 8). The cancellation by the agent is made on behalf and to the account of the captain. When the pilot finds when embarking at the requested time that for any reason whatsoever the departure is delayed by more than two hours, the pilotage service can decide after 1 hour that the request time is cancelled, and that a new request time must be communicated. Notices to Mariners JANUARY 7th 2010

71 70 e. Reporting procedure 1.The operator must ensure that the initial pilot order contains at least the following information: Name of the vessel Call sign Flag IMO number Current berth place Destination: pilotage point or other port within the region mentioning the berth place and the mooring side Date, time of pilot request or ETD place of berth (behind the locks) (dd:mmhh:mm in local time) Vessel without obligation of pilotage: indication of required pilotage fairways Name of agent Overall length Overall width Current maximum draught in dm Helicopter piloting required in case of suspended pilotage services: YES/NO Helicopter piloting required in good weather: YES/NO Special remarks in case of limited manoeuvrability, damage to the vessel, delay With every adjustment of the time of pilot request for a vessel before the locks that is not communicated through the electronic system, the operator mentions as a minimum the following information to the pilot request service (see section 8): ADJUSTMENT OF PILOT REQUEST TIME before the locks Name of vessel & IMO number Destination (pilotage point or other port) Adjusted pilot request time (dd:mmhh:mm in local time) Remarks

72 71 2. With any adjustment of the RTD-lock, the harbour master s office reports as a minimum the following information through the electronic system: Name of vessel IMO number Adjusted RTD-lock (pilot request time) Remarks In case of a cancellation that is not communicated through the electronic system, the operator mentions as a minimum the following information to the pilot request service (see section 8): CANCELLATION PILOT ORDER Name of vessel & IMO number Pilot order to be cancelled (dd:mmhh:mm in local time) Remarks 4. SHIFTING OF BERTHING PLACE INSIDE A FLEMISH PORT where the Flemish pilotage service is competent a. Initial pilot order The operator must report the initial pilot order at least 3 hours in advance of the pilot request time. The initial order by the agent is done on behalf and to the account of the captain, charter company or manager of the vessel. In case this prerequisite is not met, the vessel can incur up to a maximum delay of 3 hours. The above-mentioned also applies to the operator, who wants to use the services of a pilot without being obliged to do so. For a vessel having a berth place behind the lock, the operator must report in time his ETD berth place to the harbour master s office. The harbour master s office communicates the RTD-lock to the pilot request service (see section 8) 3 hours in advance through the electronic system. This RTD-lock is valid as pilot request time. Notices to Mariners JANUARY 7th 2010

73 72 b. Active order The pilot order becomes active 3 hours before the pilot request time. From that moment, the pilotage services take the necessary actions for bringing the pilot at the required time and the required place on board of the vessel. From that moment, any adjustment and/or cancellation must be reported to the pilot request service (see section 8) through the defined means of communication. c. Adjustment When the pilot request time delays with more than 1 hour, the operator must adjust the pilot request time through the defined means of communication not later than before the pilot order becomes active. The adjustment by the agent is made on behalf and to the account of the captain. If this rule is met, no fees will be charged as mentioned in the pilotage rates decree. An adjustment of an active time of request can only be reported through the defined means of communication to the pilot request service (see section 8). In this case, the fees mentioned in the pilotage rates decree will be charged. When the pilot request time advances, the operator must adjust the pilot request time not later than 3 hours in advace before the new time of departure. The adjustment by the agent is made on behalf and to the account of the captain. Non-compliance of the above can result in a maximum delay of 3 hours. An adjustment communicated by the captain has priority over all other ones. In case of an adjustment of the RTD-lock (time of pilot request), the harbour master s office communicates immediately the adjusted RTD-lock to the pilot request service (see section 8) through the electronic system. d. Cancellation A cancellation must immediately be reported to the pilot request service through the defined means of communication (co-ordinates, see section 8). The cancellation by the agent is made on behalf and to the account of the captain.

74 73 When the pilot finds when embarking at the time of request that for any reason whatsoever the departure is delayed by more than two hours, the pilotage service can decide after 1 hour that the time of request is cancelled, and that a new time of request must be communicated. e. Reporting procedure 1. The operator must ensure that the initial pilot order contains at least the following information: Name of the vessel Call sign Flag IMO number Current berth place Berth place of destination with mention of the mooring side Date, pilot request time or ETD place of berth (behind the locks) (dd:mmhh:mm in local time) Name of agent(s) Overall length Overall width Current maximum draught in decimetres Special remarks in case of limited manoeuvrability, damage to the vessel, delay 2. With every adjustment of the pilot request time for a vessel before the locks, that is not done through the electronic system, the operator reports as a minimum the following information to the pilot request service (see section 8): ADJUSTMENT PILOT REQUEST TIME Vessel before the locks Name vessel & IMO number Current berth place Berth place at destination Adjusted pilot request time (dd:mmhh:mm in local time) Remarks Notices to Mariners JANUARY 7th 2010

75 74 3. With any adjustment of the RTD-lock, the harbour master s office reports as a minimum the following information through the electronic system: ADJUSTMENT OF PILOT REQUEST Vessel behind the locks Name of vessel & IMO number Current berth place Berth place at destination Adjusted RTD-lock (pilot request time) Remarks 4. In case of a cancellation that is not communicated through the electronic system, the operator mentions as a minimum the following information to the pilot request service (see section 8): CANCELLATION PILOT REQUEST Name vessel & IMO number Current berth place Pilot request to be cancelled (dd:mmhh:mm in local time) Remarks 5. SEQUENCE FOR SUPPLYING A PILOT A vessel is provided with a pilot or participates in remote pilotage following the sequence of the pilot request time, unless there is a specific arrangement in function of the chain approach. In case a vessel requires the pilot earlier than the time of pilot request, this vessel will not be provided with a pilot earlier than the time of pilot request, unless a pilot becomes available earlier or the vessel can be included earlier in the remote pilotage system.

76 75 Following vessels are always provided with a pilot with priority, even if this results in vessels having a valid pilot request time being provided with a pilot later. Vessel in distress Tide-dependent or current-dependent vessel Vessel for which a pilot request time deviation applies by order of a competent authority 6. ADDITIONAL FORMALITIES In case the vessel calls at a Flemish port for the first time and/or in case of an adjustment of the vessel feature, following documents must be submitted to the pilotage service in advance (preferably electronic versions): 1. Copy of the Wheelhouse Poster (IMO resolution 601(15)) 2. Copy of the Pilot Card in case the Wheelhouse Poster is not available 3. Registration form for helicopter operable vessels Vlaams Loodswezen (Flemish Pilotage Service) Boulevard de Ruyter KA Vlissingen info@loodswezen.be Fax: 31 (0) EMERGENCY PROCEDURES In case an electronic system is not available so that the initial pilot order cannot be done electronically, the operator must report the initial pilot order to the pilot request service through the other defined means (see section 8). The harbour master s office and/or pilot request service will inform the operator, when the emergency procedure begins or ends. Notices to Mariners JANUARY 7th 2010

77 76 8. COORDINATES PILOT REQUEST SERVICES Pilot request service for Antwerp, Upper Sea Scheldt and Sea Canal Maritieme Dienstverlening en Kust (Agency for Maritime Services and Coast) Dienst Afzonderlijk Beheer Loodswezen (Department Separate Management Pilotage Services) Tavernierkaai Antwerpen Phone: 24/24 32 (0) (0) (0) Mobile:24/24 32 (0) Fax:24/24 32 (0) Administration: 32 (0) Website: Electronic system APICS-LIS21 Only for captains via Wandelaar orderpilot@loodswezen.be via Steenbank scheldepilot@loodswezen.nl Pilot order service for Ghent Maritieme Dienstverlening en Kust (Agency for Maritime Services and Coast) Dienst Afzonderlijk Beheer Loodswezen (Department Separate Management Pilotage Services) Motorstraat Gent Phone: 24/24 32 (0) (switchboard) 32 (0) (0) (0) Mobile:24/24 32 (0) Fax:24/24 32 (0) Administration: 32 (0) Website: Electronic system: ENIGMA Only for captains via Wandelaar orderpilot@loodswezen.be via Steenbank scheldepilot@loodswezen.nl

78 77 Pilot order service for the coastal ports Maritieme Dienstverlening en Kust (Agency for Maritime Services and Coast) Dienst Afzonderlijk Beheer Loodswezen (Department Separate Management Pilotage Services) Car Ferry-gebouw Doverlaan, 7 bus Zeebrugge Phone:24/24 32 (0) Mobile:24/24 32 (0) Fax:24/24 32 (0) Administration: 32 (0) Website: Electronic system: ZEDIS-ENSOR-LIS21 Only for captains: orderpilot@loodswezen.be Flemish pilot request service at Flushing Maritieme Dienstverlening en Kust (Agency for Maritime Services and Coast) Dienst Afzonderlijk Beheer Loodswezen (Department Separate Management Pilotage Services) Boulevard de Ruyter KA Vlissingen. Phone: 24/24 31 (0) Mobile: 24/24 32 (0) Fax: 24/24 31 (0) Administration: 31(0) Website: Pilot request service for the Dutch ports Nederlands Loodswezen (Dutch Pilotage Service) Boulevard de Ruyter KA Vlissingen Phone: 24/24 31 (0) Fax 24/24 31 (0) Administration: 31 (0) Website www loodswezen.nl Electronic system: LIS21 Only for captains: orderpilot@loodswezen.be Notices to Mariners JANUARY 7th 2010

79 78 9. COORDINATES HARBOUR MASTER S OFFICE Harbour master s office Antwerp Adress: Zandvlietsluis blok A, derde verdieping, 2040 Zandvliet Phone of harbour master: Fax: hkd@haven.antwerpen.be Website: Harbour master s office Ghent Adress: J. Kennedylaan 32, 9042 Gent Phone of harbour master: Fax: Kapkamer@havengent.be Website: Harbour master s office Zeebrugge Adress: Isabellalaan 1, 8380 Zeebrugge Phone of harbour master: Phone of lock master: Fax: harbour.masters.office@mbz.be Website: Harbour master s office Oostende Adress: Slijkensesteenweg 2, 8400 Oostende Phone of harbour master: Fax: Harbour.Master@portofoostende.be Website:

80 79 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 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 Notices to Mariners JANUARY 7th 2010

81 80 2. ANCHORAGE AREAS AND ANCHORAGE POSITIONS WESTERN SCHELDT 1. Following AREAS in the Western Scheldt and its estuaries can be used as anchoring area: Wielingen-North This area is bordered by the lines: - joining the buoys/barrels: W6 WN2 Trawl - joining the buoys/barrels: Trawl WN4 WN6 - joining the buoys/barrels: WN6 W8 - joining the buoys: W8 W6 Wielingen-South, west of the small port of Nieuwe Sluis This area is bordered by the lines: - along the meridian of the extinguished shore light Kruishoofd - joining the buoys: W7 W9 - joining the buoy W9 and the small port of the Nieuwe Sluis - joining the Zeeland-Flemish coast Wielingen-South, east of the small port of Nieuwe Sluis This area is bordered by the lines: - joining the buoy W9 and the small port of Nieuwe Sluis - joining the buoys: W9 Songa - joining the buoy Songa and the head of the western dam 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

82 81 - 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 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 Notices to Mariners JANUARY 7th 2010

83 82 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 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 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 _(Source: MDK - Afd. Scheepvaartbegeleiding)

84 83 Notices to Mariners JANUARY 7th 2010

85 84

86 85 Notices to Mariners JANUARY 7th 2010

87 86 1/14A SCHELDT AND ITS ESTUARIES OVERSIZED COMMERCIAL VESSELS BaZ 1/14A 2009 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 of Decree of 16 June 2006 relating to the escorting of shipping on maritime accessroutes and the organisation of the Maritime Rescue and Coordination Centre (B.S ), 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

88 87 4. Upper Sea Scheldt: a draught of 5m or over and/or a length of 115m (LOA) or over 5. Waterway canal of Ghent to Terneuzen: a draught of 10m or over and/or a length of 180m (LOA) or over _(Source: MDK - DAB loodswezen and Afd. VNA) 1/14B WESTERN SCHELDT ARRIVAL AND DEPARTURE REGULATIONS, TO/FROM ANTWERP BaZ 1/14B 2009 cancelled Arrival and departure regulations for vessels with a marginal draught or a length starting from 300 metres, to and from Antwerpen and for vessels towards Kallo lock. A. 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. Notices to Mariners JANUARY 7th 2010

89 88 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. 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-Antwerpen (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 in its name, the GNA may give additional regulations to ensure the safety of all parties involved. These reports must be followed meticulously and immediately.

90 89 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 Antwerpen and is finalized at the passage at the pilot station. The final time of arrival at the Flushing Roads is determined after consultation between the GNA and the pilots involved. This category of deep draught vessels is given a priority treatment by the roads service. A vessel that, according to plans, will arrive in two tides will anchor in the anchoring area Wielingen-South. During the entire period of anchoring the presence of a pilot is required on board, and a tugboat of sufficient capacity must be used. 2. Vessels sailing out with a draught of at least 120 dm 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 JANUARY 7th 2010

91 90 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. Permission for arrival or departure will only be given by the GNA if

92 91 it can be ensured in time that there are no obstacles on the fairway, including the availability of pilots and tugboats and that the berth is clear and available upon arrival. Because of the measurements of the vessel vis à vis the dimensions of the shipping lane, more precisely in the Pas van Borssele and from the turn of Hansweert up to the (container) terminals of the Right and Left bank in Antwerpen, traffic control may take place if necessary. This will happen in such a way that meetings with vessels falling under the directives of article 25 RVGZ, special transports and vessels with a length of over 200 metres will be avoided in the Pas van Borssele and between the buoys NvB/MA and buoy 81. Ships going downstream will have priority over ships going upstream and traffic centres will regulate the events in close cooperation with the pilots aboard. By or in its name, the GNA may impose limitations on the amount of oversized vessels that arrive or sail at the same time. For every separate arrival or departure a written permission must be requested in time at the GNA at the following address: Gemeenschappelijke Nautische Autoriteit - aan de Nederlandse Hoofdverkeersleider en 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 before every arrival or departure. This plan must be approved by the GNA in mutual agreement with the piloting services, who will execute the piloted voyage. The shipping plan must be submitted to the address mentioned above (7th bullet). This will be reported to the GNA three (3) hours before the ship actually leaves its berth at the address mentioned under point 7. Notices to Mariners JANUARY 7th 2010

93 92 In the event of a decreased visibility of less than 2000 metres in the area that is still to be sailed by the ship and/or wind speeds of over 7 Bft. near the North Sea and Europa terminal or Deurganck docks, no permission for arrival or departure will be given to vessels of the class treated in this article. The order of arrivals is determined by the Requested Time of Arrival (RTA) at the Coordination Point in Antwerpen and will be determined one (1) hour before arrival at the pilotage station. After consulting with the sea and river pilots the final time of arrival at Flushing Roads is determined by the GNA. Category IV vessels will be prioritized by the roads service. Departing container ships coming from one of the Antwerpen terminals outside of the dykes on the right or left bank need to be in course on the river with the ship head pointing towards sea before the start of the imposed shipping window, and need to sail as early as possible in the shipping window. The maximum allowed draught is 130 dm for departing vessels and 140 dm for arriving vessels. Two pilots are required, at least one of whom should be of the highest category, for both arrival and departure on the river trajectory. Hereby the following Joint Announcements are no longer valid: 01/2001 d.d. 16th of August 2001, (Notification 01/208 d.d. 2001/09/19) 02/2003 d.d. 29th of August 2003, (Notification 03/290 d.d. 2003/09/05) 01/2004 d.d. 9th of January 2004, (Notification 04/011 General d.d. 2004/01/14) 04/2004 d.d. 19th of May, (Notification 04/053 Antwerpen d.d. 2004/05/19). This Joint Announcement takes effect on the second day after it has been published in the Dutch and Belgian Statute Book in which it appears. _(Source: Gemeenschappelijke Vlaamse and Nederlandse Nautische Autoriteit. Kennisgeving d.d. 27/09/2005)

94 93 1/14C EXTENDED ADMISSION POLICY FOR CONTAINER SHIPPING TO AND FROM THE PORT OF ANTWERP BaZ 20/ cancelled As a supplement to the Common Announcement , dated 27 september, 2005 (art. 1/14B), the following is laid down: ARTICLE 1 TERMS OF SAILING IN AND OUT FOR THE MSC VESSEL sub 1 and 2 SAILING IN AND OUT The MSC vessels described in this publication are the following types of vessel with which the trail trips were carried out: 1. vessels with an overall length of metres and a width of metres; 2. vessels with an overall length of metres and a width of metres. The sailing up and down to and from Antwerp of the MSC vessels described under sub 1 and 2 is admitted. In addition to the conditions, as described in the Common Announcement (baz 1/14B), the sailing up and from of the vessels mentioned in this publication is subject to the following conditions: 1. Summary of the limiting conditions for the upcoming series of voyages of MSC vessels 360m Minimum visibility: at least 2,000 metres Maximum wind force: 5 Bft. at the Berendrecht lock for both the sailing up and down Maximum draught: Sailing up : 140 dm sailing down : 140 dm a) in case the Berendrecht lock is at target depth b) in case the sailing route from inside the Berendrecht lock to the cutter is at sufficient target depth c) in case due to a larger draught the vessel sails slower, this ele- Notices to Mariners JANUARY 7th 2010

95 94 ment will be included in the carrying out of the conditions 3 and 4 d) the maximum draught of 140 dm at departure, is especially considered in the nautical-technical evaluation of end November, 2009 thereby paying particular attention for the consequences other shipping traffic On the route Flushing Roads Antwerp aim at: a minimum distance of 3 miles is to be maintained between the vessels larger than 300 metres and the MSC vessel 360m (sailing in the same direction) 2. Making binding agreements with the service providers and parties in the chain operation 2.1 Port of Antwerp (GHA) : Berth place in Delwaidedok is unoccupied at arrival, if not, a waiting berthing place must be available immediately in the docks at the right bank. Berendrecht lock is empty and available from Saeftinghe or from the berth place of departure Tugboats GHA : tugs available and to be employed on binding advice of the pilot In case of the lock being not ready, there is a fall-back position/possibility of waiting place available at the Noordzee terminal Europa terminal Deurganckdok or inside the docks on the right bank Fairway must be at depth as from inside the Berendrecht lock up to and including the place of berthing Four times a year, the Berendrecht lock soundings will be made available 2.2 URS towing service: For sailing up: 4 tugboats initially available and to be employed on binding advice of the pilot For sailing down: At least 2 tugboats in function of weather and wind

96 95 The river pilots/acc will contact Brabo beforehand concerning possible need for an additional towing assistance 2.3a Pilotage services: A separate series will be drawn for these types of vessels, in function of the series count thereby striving at having a pilotage observer of the other nation to complete the voyage The sea pilot and the river pilots should be present in time, respectively at the pilotage points and on the Flushing Roads In any case, both from the Dutch and Flemish side, a pilot will be on board who participated in the full project will be on board Starting from the Flushing Roads, the FULL SNMS navigation system is used. The pilot change is made with a separate pilot boat, and this as early as possible in the pilot boarding area 2.3b Brabo towing service: The ship will be piloted by a dedicated pilot, who participated in the entire project, and was trained on the WL or Brabo simulator. 3. Preparing a binding sailing planning Calculation of the sailing plan & keel clearance is done using WESP, the data will be saved Voyage plan: sailing up The vessel will be planned to pass at low tide Flushing, Flushing Roads at the earliest, or to pass Prosperpolder, the co-ordination point (CP) with high tide at the latest. sailing DOWN 1. When the vessel is not tide-dependent, she can sail down any time 2. When the vessel is tide-dependent: a. if the tide gate is less than 2 hours, the vessel will be planned upfront in the tide gate and sails down correspondingly Notices to Mariners JANUARY 7th 2010

97 96 b. if the tide gate is more than 2 hours, than departure will be planned not later than 2 hours before the end of the tide gate 4. Extreme traffic guidance 4.1 VBS Team. On the 4th floor of the Zandvliet lock building, a VBS team will be instituted comprising one traffic controller and one VBS pilot supplying his nautical expertise. Operational functioning of the VBS team: By sailing up of the referred MSC container vessels: from the boarding of the pilot at the pilot boarding area until the lock; By sailing down of the referred MSC container vessels: one hour before departure from the berthing place up to the Flushing Roads. 4.2 Instructions concerning encounters of ships: On the sea route: for sailing up and sailing down, there are no limitations with regard to passing/crossing On the river route: for sailing up and sailing down, because of the vessel s dimensions in proportion to the waterway, encountering of ships must be avoided in the Pas van Borssele and the part of the waterway between the buoys NvB/MA and buoy 81 must be avoided with the following vessels: Vessels falling under the rules of the Common announcement (large gas vessels, baz 1/33D), Special transports Oversized vessels The number of encountering upwards of the Walsoorden bank with other oversized vessels can be limited by the GNA VBS team, if necessary 4.3 Sailing schedule: The sailing schedule is prepared by the GNA & ACC.

98 97 The 1st sailing schedule is prepared in advance in the English language This 1st sailing schedule plan will be accurately adapted to in function of the updated ETA/ETD. The initial sailing schedule is sent by fax to all parties concerned. In case of a deviation > 15 min, the sailing schedule is adjusted on board In annex, the prepared sailing schedule fax forms prepared: Sailing schedule INCOMING and Sailing schedule OUTGOING 4.4 Sailing schedule Instructions traffic control centres: approximately 15 minutes before departure at the lock, the corresponding sailing schedule is broadcasted by the concerned traffic control centres concerned. each VTS centre has the most recent sailing schedule, and informs sailing ships in its area so as to avoid undesirable encountering. ships from the Terneuzen & Hansweert locks will be delayed for a while when passing. The operation of the locks at Antwerp will be coordinated in function of the sailing up/sailing down of the MSC 360 vessels The VTS centres have to act accordingly to the issued common instructions concerning the voyages of the MSC 360 ships. ARTICLE 2 OTHER VESSELS THAN THE ONES MENTIONED IN AR- TICLE 1 WITH AN OVERALL LENGTH OF MORE THAN 360 METRES For container vessels other than those mentioned in article 1 with an overall length of more than 360 metres, not later than two months before sailing up to Antwerp, the concerned ship owner must submit an application in writing, accompanied by a vessel s file, to the Common Nautical Authority. The vessel s file must include the following documents: Notices to Mariners JANUARY 7th 2010

99 98 Ship s principal particulars Ship s harbour speed table Result of Crash stop Astern test Result of Turning Circle Test Result of Zig Zag Test Result of Lowest Revolution Test Main engine Result of Bow Thruster Test General arrangement plan Mooring arrangement and anchor handling plan Table of lateral wind pressure force The written application, accompanied by the vessel file, must be sent to the address below: Gemeenschappelijke Nautische Autoriteit, Commandoweg 50, 4381 BH te Vlissingen. tel (0) of 0031-(0) , fax 0031-(0) of 0031-(0) Based on the vessel file, the Common Nautical Authority, in consultation with both pilotage services and deliberation with the Permanent Commission, will evaluate whether and under which conditions admission can be granted for the sailing up and sailing down of the concerned type of vessel for which a written application is submitted. _(Source: Afd. VNA and MDK - Afd. Scheepvaartbegeleiding ref.h/baz/12950 d.d. 16/10/97 and Vlaamse Hydrografie - Antwerpen - 10/06/2008)

100 99 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 11,65N-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 Antwerpen (Rogier) C astrol E Umicore quay E Vopak Notices to Mariners JANUARY 7th 2010

101 100 It should also be noted that moored vessels are only allowed to have a maximum of one ship moored alongside, and only if the Traffic Centre of Zandvliet has been notified of this. As from 16 April 2008 it is allowed to moor at the Palingplaat raft on Antwerpen s left bank pursuant to the Palingplaat Raft Mooring Regulations: CARGO VESSELS: mooring prohibited PASSENGER VESSELS: river side: along the entire length only for loading and unloading passengers, maximum 2 hours maximum allowed mooring width: 15 metres spending the night at the raft is only possible with a written permission from the Zeeschelde Division PLEASURE CRAFTS: bank side: along the entire length passer-by raft maximum 18 hours maximum allowed mooring width: not wider than indicated on the gangway If the sign mooring prohibited is on display, the raft may not be used. Exceptions to these regulations are only granted by the Zeeschelde Division (tel. 32 (0) or 32 (0) ). _(Source: Afd. VNA and MDK - Afd. Scheepvaartbegeleiding ref.h/baz/12950 d.d. 16/10/97 and Vlaamse Hydrografie - Antwerpen - 10/06/2008) 1/16 VESSEL TRAFFIC SERVICES SCHELDT AREA AND ITS ESTUARIES - MARIPHONE CHANNELS BaZ 13/ and BaZ 18/ cancelled Common announcement of the Common Flemish and Dutch Nautical Authority Announcement no

102 101 New mariphone area division VTS Scheldt and its estuaries. The new mariphone channels areas division is principally aimed to reduce the traffic charge on channel VHF 12 of the Centre Zandvliet. This is realized by relocating the different types of communications (traffic arrangements / port operations information) between the different VHF channels (traffic channel, radar channels, Port Operations channel, and a inland shipping Terminal channel). Concerning the Centre Zeebrugge is concerned, there is an adjustment in the limit between the WANDELAAR APPROACH area and the TRAFFIC CENTRE WANDELAAR area. This limit is now determined by a line drawn from the water tower Westende over the Middelkerke bank buoy, then over the Oostdyck buoy up to the point 51 25,95 N and ,50 E. These changes are so important that it is decided to issue a new mariphone brochure, version 01/07/2009. Additionally, also a new brochure concerning the pilot request procedure is written. Both brochures belong to the Joint Announcement from the Common Nautical Authority. The brochures can be ordered via info@vts-scheldt.net or 0032(0) / or can be obtained in digital format via Hereby the following Common Announcements are cancelled: Common Announcement 01/1994 Common Announcement 01/2005 Are also cancelled: the mariphone card, version 15/07/96, and its supplement dated 01/03/05. Notices to Mariners JANUARY 7th 2010

103 102 Marifoonblokindeling VTS-Scheldegebied in werking vanaf 01/07/2009 om 12:00h Klare taal op ieder kanaal MELDINGSPLICHT EN BEREIKBAARHEIDSPLICHT BEREIKBAARHEIDSPLICHT voor ALLE BEROEPSVAART op de VERKEERSKANALEN voor RECREATIEVAART MET VHF-INSTALLATIE AAN BOORD op de VERKEERSKANALEN MELDINGEN BEROEPSVAART IN HET VTS-SCHELDEGEBIED Inkomend vanuit zee: Vertrekkend uit een haven, van een steiger, kaai of ankerplaats in het VTS-Scheldegebied: Bij passage van een blokgrens: Afhankelijk van de richting vanwaar u komt, meld u 1/2 uur vóór aankomst in het VTS-gebied: - Wandelaar - Wandelaar: approach: kanaal kanaal VHF VHF Steenbank: kanaal VHF 64 Meld u op het daar geldende verkeerskanaal (tenzij anders aangegeven in deze folder) vooraleer deel te nemen aan de verkeersstroom. Meld u steeds aan in het volgende blokgebied, altijd op het verkeerskanaal. Afmelden is overbodig. Inhoud melding: scheepsnaam positie diepgang bestemming Inhoud melding: scheepsnaam positie diepgang bestemming voor binnenvaart: aantal kegels Inhoud melding: scheepsnaam positie geplande route (waar verschillende trajecten bevaren kunnen worden) AANDACHTSPUNTEN De voertaal is Nederlands of Engels. Het Gemeenschappelijk Nautisch Beheer is een verdragsrechtelijke samenwerking tussen de Vlaamse en Nederlandse overheid en staat in voor veilig en vlot scheepvaartverkeer in het Scheldegebied. Maak duidelijke verkeersafspraken rechtstreeks met de verkeersdeelnemers. Roep een ander schip steeds met de scheepsnaam of met de positie en/of bewegingsrichting aan.

104 103 Wandelaar approach VHF 60 traffic centre Wandelaar pilot Wandelaar VHF 65 traffic centre Zeebrugge VHF 69 h10 traffic centre Steenbank pilot Steenbank VHF 64 centrale Vlissingen VHF 14 h50 centrale Terneuzen VHF 03 centrale Hansweert VHF 65 VERKEERSKANALEN (bereikbaarheidsplicht) Verkeersafspraken schip-schip. Verkeersinformatie algemeen. Loodsen Op Afstand. Verplichte meldingen. radar Zeebrugge VHF 04 h15 traffic centre Steenbank VHF 64 radar Vlissingen VHF 21 h55 radar Terneuzen VHF 03 radar Hansweert VHF 65 RADARKANALEN Navigatie assistentie (radar informatie). Haveninformatie wanneer geen haveninformatiekanaal beschikbaar. GEBRUIK STEEDS HET JUISTE KANAAL VOOR UW GESPREK Twin Fairybank 51 23, 60N , 20E 51 25, 95N , 50E Oostdyck 51 28, 75N , 00E Wandelaar NIEUWPOORT Middelkerke Bank Westende OOSTENDE 51 50, 00N , 38E 51 34, 60N , 38E NE Akk VG6 S2 A1bis Obst 14 Steenbank Westpit ZEEBRUGGE W4 W5 SBO OG17 OG8 VLISSINGEN SLOE 15A MG6 E2A TERNEUZEN Zuid Saeftinge ANTWERPEN Grens België-Frankrijk N radar Vlissingen VHF 21 vóór de havenmonding centr. Terneuzen centr. Hansweert VHF 03 VHF 65 boei 22 Dow jetty ZG /SvW boei 45 HANSWEERT EXTRA MELDING ALLE BEROEPSVAART Bij het verlaten van de Sloehaven vooraleer deel te nemen aan de verkeersstroom. EXTRA MELDING ALLE BEROEPSVAART Bij het verlaten van de verkeersstroom. EXTRA MELDING ALLE BEROEPSVAART Bij het binnenvaren en verlaten van de haven Zeebrugge. Na afmeren of vóór vertrek. radar control Zeebrugge VHF 19 Zelzatebrug VERKEERSKANAAL (bereikbaarheidsplicht) Verkeersafspraken schip-schip. Verkeersinformatie algemeen. Verplichte meldingen. havendienst Terneuzen uitkijk Zelzate havendienst Gent VHF 11 VHF 11 h0 GENT Nederlandstalig Schelde Scheepvaartbericht met algemene info. Om het uur aantal minuten. kaartje niet voor navigatiedoeleinden L E G E N D E Engelstalig Schelde Scheepvaartbericht h10 h15 WINTAM met algemene info. Om het uur aantal minuten. Volgt na het Nederlands bericht op ander kanaal zoals opgegeven. 2 Notices to Mariners JANUARY 7th 2010

105 104 Opgepast! GEBRUIK STEEDS HET JUISTE KANAAL VOOR UW GESPREK Maak het onderscheid tussen: - kanaal VHF 12 VERKEERSKANAAL - kanaal VHF 85 PORT OPERATIONS KANAAL - kanaal VHF 81 TERMINAL KANAAL BINNENVAART EXTRA MELDINGEN ZEEVAART zeevaart meldt zich voor vertrek (= voor het losgooien) op kanaal VHF 85 Inhoud melding: Scheepsnaam Positie Diepgang Bestemming Eventuele manoeuvres Opvarend naar Antwerpen: Boei 35 Boei 65 Zuid Saeftinge melden op kanaal VHF 12 Inhoud melding: Scheepsnaam Positie WINTAM kaartje niet voor navigatiedoeleinden 55 N Zuid Saeftinge ANTWERPEN Bovenwaarts boei 100: - is de bereikbaarheidsplicht op het schip-schip kanaal VHF 10 - is er geen actieve monitoring door de verkeerscentrale - is er geen walradar-dekking - zeevaart: verplichte melding aan de scheepvaart opvarend boei 116, afvarend boei 111 op kanaal VHF 10 centrale Zandvliet schip-schip VERKEERSKANAAL (bereikbaarheidsplicht) Verkeersafspraken schip-schip. Verkeersinformatie algemeen. VHF12 h30 VHF10 Verplichte meldingen. radar Waarde radar Saeftinge radar Zandvliet radar Kruisschans RADARKANALEN Navigatie assistentie (radar informatie). VHF 19 VHF 21 VHF 04 VHF 66 SID Antwerpen PORT OPERATIONS KANAAL VHF 85 Sluisinformatie. Informatie, zowel op initiatief van schip als VTS-centrale. terminal kanaal binnenvaart TERMINAL KANAAL BINNENVAART Niet-nautische informatie tussen binnenschepen onderling VHF 81 Dit kanaal wordt niet gemonitord door de VTS-centrale. betreffende laad/los volgorde, ligplaats, etc

106 105 graphic design: to the point 32 (0) OPGEPAST: GEEN VTS-SCHELDEGEBIED KANALEN HAVENKANALEN SLUISKANALEN WERKKANALEN ZEEVAART kaartje niet voor navigatiedoeleinden VLISSINGEN VHF 18 HAVENSCHAP VLISSINGEN SLOEHAVEN VHF 09 HANSWEERT VHF 22 NOORDZEETERMINAL EUROPATERMINAL VHF 06 VHF 06 N NIEUWPOORT OOSTENDE VHF 09 VHF 09 OOSTENDE MERCATORSLUIS SLUIS DEMEY VISSERSSLUIS VHF 14 VHF 10 VHF 20 MEER INFO? info@vts-scheldt.net ZEEBRUGGE VHF 71 VHF 78 ZEEBRUGGE VANDAMME SLUIS VHF 68 GENT CENTRALE SLUISORGANISATIE TERNEUZEN VHF 69 HYDRO-METEO INFO: marifoonnet Belgische binnenwateren TERNEUZEN WEST VHF 06 VHF 06 TERNEUZEN MIDDEN VHF 06 VHF 06 TERNEUZEN OOST VHF 18 VHF 18 WINTAM VHF 06 VHF 68 ZANDVLIET BERENDRECHT VHF 79 VHF 06 DEURGANCKDOK VHF 61 BOUDEWIJN VAN CAUWELAERT VHF 71 VHF 08 KALLO vhf 28 VHF 08 ROYERS VHF 22 ANTWERPEN COÖRDINATIE CENTRUM VHF 18 MELDPUNT SCHELDE NOORD VHF 60 CONTACTGEGEVENS VTS-SCHELDEGEBIED Verkeerscentrale Zeebrugge Tel: 32 (0) Fax: 32 (0) vts-zeebrugge@vts-scheldt.net Verkeerscentrale Vlissingen Tel: 31 (0) Fax: 31 (0) vts-vlissingen@vts-scheldt.net Schelde Coördinatiecentrum Tel: 31 (0) (0) Fax: 31 (0) (0) gna-scc@vts-scheldt.net Verkeerscentrale Terneuzen Tel: 31 (0) Fax: 31 (0) vts-terneuzen@vts-scheldt.net Verkeerscentrale Hansweert Tel: 31 (0) Fax: 31 (0) vts-hansweert@vts-scheldt.net Verkeerscentrale Zandvliet Tel: 32 (0) Fax: 32 (0) vts-zandvliet@vts-scheldt.net Uitkijk Zelzate Tel: 32 (0) Fax: 32 (0) Notices to Mariners JANUARY 7th 2010

107 106 Mariphone communication: 1. General principles All professional shipping must report to the VTS-SM on the traffic channels. Recreational shipping with a VHF installation on board has to be reachable. Undiminished the authority of the Flemish and the Dutch authorities, in the framework of a smooth and safe operation of shipping traffic, the final responsibility for navigation ALWAYS remains with the captain / traffic participant. All participants to the VTS-SM must observe the prescribed VHF procedures. The official language is Dutch or English. 2. Proper conversation procedures From the Common Announcement of the Belgian and Dutch Scheldt directors Announcement no. 03/98: Considering the importance of the application of the philosophy of use of the mariphone area division of the VTS-SM [ ], all VTS participants must strictly observe the procedures. Traffic participants that are inside the VTS-SM operational area, are implicitly participants to the VTS-SM, and are therefore obliged to conform themselves to the applicable legislation 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 fixed on, based on IMO guidelines, national legislation and international radio regulations. One of the most important components of a VTS is communication. This concerns mutual communication between traffic participants and between the traffic participants communication with a traffic control centre. Good communication is based on call discipline. There is an urgent need for improvement of the call discipline within the VTS-SM.

108 107 In order to reach a proper use of the call discipline, EVERY participant to the VTS-SM must observe the following rules: it is forbidden to broadcast without using a vessel name, or to use an incorrect vessel name; use the complete name of a traffic centre; use the basic wording as stated in the radiotelephony prescriptions; any unnecessary conversations must be avoided; private conversations are not allowed over VHF channels used within the VTS-SM; make sure there are no ongoing conversations before calling; it is forbidden to interrupt conversations, except in case of emergency; speak clearly and understandable, in order to avoid having to repeat messages; the VHF channels must only be used for their intended purpose; background noise must be avoided at all cost; it is forbidden to use indecent and provocative language; traffic arrangements are directly made between traffic participants, without making use of a traffic control centre; avoid politeness salutations; in case of mandatory reports, only give the prescribed information; check in and out only there when prescribed; when making traffic arrangements it will be referred to the colour of the vessel lights; Dutch or English is used as an communication language. Reducing the number of conversations The reduction of the number of conversations will contribute to reduce the density of traffic on the VHF channels and to promote a disciplined use of them. Currently, too many conversations are held concerning information that the traffic participant can obtain elsewhere. Part of the conversations can be avoided, when the traffic participant observes the following recommendations: Notices to Mariners JANUARY 7th 2010

109 108 prepares the voyage well ensures that an updated hydrographic chart is is available on board, and ready to be consulted takes a pilot on board when he is unfamiliar with the region or has no knowledge of the language, has access to recent tidal data keeps to the rules makes arrangements that are clear for the other traffic participants and the others involved persons. makes clearly his intentions known through clear shipping behaviour uses the possibility of obtaining information by means of the Schelde Scheepvaartberichten (Scheldt shipping Messages) makes sure to be well-informed about the traffic situation by listening out closely writes the message well before broadcasting it. 3. Mandatory reports All professional shipping must report in the VTS area according to the following general guidelines: 1. Incoming from sea: Depending on the direction you are coming from, you report ½ hour before arrival in the area at traffic centre Wandelaar Approach (VHF 60) or Traffic centre Steenbank (VHF64) Vessel name, position, draught, destination 2. Departing from a port, a jetty, berthing place or anchorage area inside the VTS area: Report yourself in over the traffic channel before participating in the traffic flow Vessel name, position, draught, destination, number of cones (for inland waterway shipping)

110 When passing an area limit: Always check yourself in in the next area over the traffic channel. Checking out is not required. Vessel name, position, planned route (where different routes can be taken) Consult the brochure for detailed information about area limits, traffic channels, additional report and points of attention. In the coastal area, the limit of the area Wandelaar Approach was moved as mentioned in the Annoucement The external limits remain unchanged. Notices to Mariners JANUARY 7th 2010

111 Concepts Participant to the VTS-SM: anyone actively involved in the evolution of the shipping traffic within the VTS-SM. Traffic participant: A participant who actually controls a vessel s navigation. Traffic arrangements These are arrangements between traffic participants in order to prevent unclear situations and/or to deviate from the shipping rules for the good seamanship. Traffic information Information provided by a person with the proper authorization to one or more traffic participants concerning the shipping traffic in general or separate ships traffic in a shipping lane or a part of it. Traffic directions an order given by a person with the proper authorization to one or more traffic participants to achieve a particular result in the traffic behaviour or an imposed order of a particular result in the traffic behaviour (Netherlands). Temporary directions and orders In special cases directions and orders can be imposed by the competent Flemish and/or Belgian authorities in special cases in order to ensure a smooth and safe shipping traffic (Belgium). Pilot advice in case of remote pilotage Pilot advice to a captain/traffic participant in as far as the pilot cannot exercise his function aboard the vessel that is to be piloted. These advices can be given from another vessel or from ashore. MAndatory report These are reports to be made at fixed points or times by traffic participants for the need of the shipping traffic and the traffic centres. Port information Information about berths, lock planning, support from third parties (tugboats, etc.).

112 Channels (For the limits of the VHF operational areas and the VHF channels to be used, refer to illustrations) In function of their use, the VHF channels are classified as follows: 5.1. Traffic channels (reachability reqquirement) Traffic arrangement vessel/vessel General traffic information remote pilotage mandatory reports 5.2. Radar channels navigation assistance (radar information) Port information when no harbour information channel is available 5.3. Port operations channel (Zandvliet) Port information both on the vessel s request as well as on the traffic centre s initiative lock information 5.4. Inland waterway shipping Terminal channel (Zandvliet) Is not monitored by the traffic centre. non-nautical operational information between inland waterway vessels Notices to Mariners JANUARY 7th 2010

113 Shipping notices The traffic centres will broadcast a shipping message on the traffic channel at fixed time with 1 hour intervals. In addition to this message, so-called extra shipping messages will be broadcasted when necessary for the safety. Times at which the shipping notice is broadcasted: Centre Channel Time Zeebrugge 69, 4 H 10min Flushing 14, 21 H 50min Terneuzen 11 H 0min Zandvliet 12 H 30min First via 69, next via 4 in English First via 14, next via 21 in English 7. Call procedures on the Ghent Terneuzen canal for arriving vessels Communication with Terneuzen port service You don t longer need to state your draught anymore. This is known everywhere through the Central Broker System. You may conclude your Sluiskil bridge position announcement with Out (instead of Over ); this position announcement is intended particularly for other waterway users. Do NOT expect any response from Terneuzen port service.you no longer need to report out to Terneuzen port service at Sas van Ghent bridge. No report out is made to the previous block-section within the VTS-SM.

114 113 Communication with Zelzate Lookout (UKZ) and Ghent harbourmasters office If the pilot/captain wishes to obtain information regarding his berthing place, he MAY call the Ghent harbour-masters office on VHF channel 5, when staying at the Terneuzen lock complex. Zelzate Lookout will call even the pilot/captain if an ETA at Zelzate is needed. Going upstream, the pilot/captain reports only to UKZ when passing the bridge of Sas van Ghent: bridge situation, other useful information about the waterway and shipping movements (particularly oversized vessels going downstream) After passing through Zelzate bridge, the pilot/captain reports to the Ghent port service. The Ghent port service provides birthing and port information. For additional berthing information not concerning the other waterway users, it will be switched over to another VHF channel. Once past Sifferdok, the pilot/captain reports to Ghent port service. This position report is intended mainly for shipping coming out of the Ringvaart. When mooring at the berthing place, the vessel reports to Ghent port service and UKZ. Ghent port service will answer first, then UKZ. If UKZ fails to acknowledge receipt (bridge turning?) the pilot/captain will call again. Notices to Mariners JANUARY 7th 2010

115 114 For departing vessels - Communication with Ghent port service and UKZ Prior to departure, the pilot/captain reports to Ghent port service and UKZ: - ready to leave berthing place ( turn manoeuvre or not) draught destination (the port service will wish to know the destination port, the VTS, the chosen sea passage W or N) if applicable: the name and the number of the certificate holder for the sea passage (this is checked before the departure of the vessel) Ghent port service will answer first, then UKZ. Ghent port service will provide information about the waterway and shipping movements; this information may be completed by UKZ. If UKZ fails to acknowledge receipt (bridge being turning?), the pilot may report his draught and sea passage with the next report. If this is not done, UKZ will ask for those details. When entering the VTS-SM area, the pilot/captain reports to UKZ: - the position - the ETA-ZZ UKZ provides info, if required. The pilot/captain reports to UKZ at Sidmar south. UKZ provides bridge information. Don t report anymore to UKZ when passing Zelzate bridge; within the VTS-SM you don t report anymore at the previous block-section. - Communication with Terneuzen port service The pilot/captain reports to Terneuzen port service at Zelzate bridge. Terneuzen port service will provide available informatoin about locks. You can finish your Sas van Ghent bridge message with Out (instead of Over ). This position report is intended mainly for other waterway users. Do NOT expect any response from Terneuzen port service. The pilot/captain reports to Terneuzen port service at Driekwart. Terneuzen port service will provide the necessary lock information. The pilot/captain reports to Terneuzen port service at Sluiskil bridge. Terneuzen port service will provide the necessary lock information.

116 115 Report inland waterway shipping In addition to the VHF radio communication Ghent port service on channels VHF 5 and VHF 11, inland waterway vessels must report their movements from and to commercial berthing places on over VHF 78. General: All relevant information is immediately announced by the land stations to shipping and vice versa, also across the border. 8. Procedure in case of severe weather warnings Within his competence as Common Nautical Authority, the GNA may act preventively in case of a severe weather warning issued by a recognised meteorological office. GNA will timely take contact in good time with the harbourmasters services of the concerned ports in the Scheldt area. During this contact, arrangements will be made concerning: trips currently taking place on the river the time for the measures will come into effect Following the chain operation, the harbourmasters services will get in contact with GNA from the agreed starting time, for each vessel leaving the harbour and for all arriving ships. After consultation with the duty chief pilots at the Scheldt Coordination Centre and with the coordination of the ports, GNA will determine the most appropriate measures regarding the safety. Possible measures can be: selective or general suspension on arrivals and departures selective or total immobilizaton per port area additional assistance for laid-up ships Notices to Mariners JANUARY 7th 2010

117 116 GNA will call off the measures taken as early as possible following the withdrawal of the severe weather warning and/or review of the hydrometeorological situation. 9. Scheldt Obligation for inland waterway vessels to report berthing place As from 1 April, 2008, all inland waterway vessels that occupy or leave a commercial mooring or sail in or out a tidal dock along the River Scheldt downstream from the Royers lock: - at container terminals in the Deurganck dock, the Europe and North Sea terminal - in the Deurganck dock (even without mooring) at all commercial landings along the River Scheldt downstream from the Royers lock have the obligation each time to report to the Schelde Noord Reporting Point via VHF 60. For the berthing places above the Royers lock: Scheldt berthing places and Petroleumpier South, the reporting station remains VHF 22 Royers lock. For the berthing or waiting places at the lock entrances, the respective locks remain the reporting station via their respective VHF channel. Inland shipping is reminded that a permission must be first granted by the lock to sail into or to moor in a lock channel. _(Source: MDK - Afd. Scheepvaartbegeleiding; VTS-SM gezamenlijke instructie VTS-SM kennisgeving d.d.01/07/2009)

118 117 1/17 SCHELDT TOWING OF DIFFICULTLY MANOEUVRABLE VESSELS AND/OR VESSELS UNDERWAY BaZ 1/17, BaZ 15/157 and BaZ 08/ 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 d.d of the Belgian and Dutch Scheldt directors. The criteria are related to the mentioned areas within the VTS-SM. Notices to Mariners JANUARY 7th 2010

119 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 knowledge-of the local area and no other tugboats are prescribed. The trans port 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 via Wielingen/Scheur act as a port dug-out. 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 dug-out. The at Westkapelle 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.

120 Prevention area and river part Distance towed Min. number Min.number Details object tugboats pilots Cf. point 7 Special conditions 80 meter 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 meter LOA 2 1 Tugboats must be suited to act as port tugboats 150 meter LOA 3 2 Tugboats must be suited to act as port tugboats Notices to Mariners JANUARY 7th 2010

121 Canal of Ghent/ Terneuzen 1. General regulation Distance towed Min. number Min. number Details object tugboats pilots Cf. point 7 Special conditions 80 meter 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 meter LOA 2 1 Tugboats must be suited to act as a port tugboat. 150 meter LOA 3 2 Tugboats must be suited to act as a port tugboat

122 Sea-going vessels mooring, departing and/or manoeuvring at Yara (SLUISKIL) For sea-going vessel mooring, departing and/or manoeuvring at YARA (Sluiskil), the following prescriptions are applicable: A. For vessels having an overall length up to 190 m and a draught of less than 9.00 m there are no extra prescriptions. B. Vessels > 190 m are not allowed to manoeuvre when an IMO 2 gas tanker is moored at Yara Alpha. C. Vessels having at departure an expected draught of > m must carry out the turn manoeuvre at arrival. D. The maximum vessel length for making a turn manoeuvre is: a. 205 metres with a draught between 9.50 m and m b. 210 metres with a draught between 9.00 m and 9.50 m c. 225 metres with a draught less than 9.00 m From this length, the width of any vessel moored at Yara Alpha has to be deducted. E. Use of tugboats: a. Conventional vessels > 190 m must use three tugboats at arrival. b. Lakers and other vessels with a good functioning bow and stern propeller will make out with sufficient towage assistance. c. IMO-2 vessels must use at least one tugboat at arrival. d. IMO-2 vessels <130 meter may sail away without tugboat assistance provided they are moored on starboard. e. Towing equipment of the tugboats must be used. Notices to Mariners JANUARY 7th 2010

123 122 F. When a vessel must manoeuvre during loading, than act: a.with regard to length and draught according to sub D. b.with regard to use of tugboats according to sub E. G. If a vessel is loading ammonia at the YARA Sluiskil quay located at the beginning of Zijkanaal C, then : a. Terneuzen traffic centre will announce this to the shipping via VHF channel 11. b. For the safety, sailing vessels must adjust their speed as much as necessary and / or possible in the matter of safety. Further information can be obtained at the Terneuzen traffic centre via VHF channel 11 or via telephone number Width for sea-going vessels on the Ghent - Terneuzen canal Article 1. Sea-going vessels sailing up the canal In addition to article 38, first part, respectively article 38, first paragraph respectively, of the Dutch and the Belgian Shipping Regulations for the Canal from Ghent to Terneuzen respectively, sea-going vessels with a maximum length overall of 230 metres and a width of more than 34 metres up to a maximum of 37 metres and with a draught of maximum metres and a keel clearance of at least 1 metre are allowed to sail up the canal with both the draught and keel clearance valid in fresh water and in stationary situation, if: a. the draught of the vessel is measured by an authorised and certified company in the Put van Terneuzen or at the latest in the western outer harbour of the locks complex of Terneuzen before the vessel sails up the canal; b. two qualified pilots are used; c. one qualified helmsman is used; d. tugboats are used according to articles 6 and 7.

124 123 Article 2. Sea-going vessels sailing down the canal In addition to article 38, first part, respectively article 38, first paragraph respectively, of the Dutch and the Belgian Shipping Regulations for the Canal from Ghent to Terneuzen respectively, sea-going vessels with a maximum length overall of 230 metres and a width of more than 34 metres up to a maximum of 37 metres and with a draught of maximum metres and a keel clearance of at least 1 metre are allowed to sail down the canal with both the draught and keel clearance valid in fresh water and in stationary situation, if: a. the draught of the vessel is measured by an authorised and certified company at the departure place before the vessel sails down the canal; b. two qualified pilots are used; c. one qualified helmsman is used; d. tugboats are used according articles 6 and 7. e. an empty vessel uses its maximum ballast capacities. Article 3. Passing at the lock When a vessel approaches, enters and leaves the lock, a lock approach system approved by the Dutch Port Master of the Western Scheldt needs to be active. Article 4. Visibility When a vessel sails up or down the canal, horizontal visibility around the ship should be at least 1,000 metres. Article 5. Wind force 1. A loaded ship is only allowed to sail up or down the canal if the wind force does not exceed 6 Beaufort. 2. A ballasted ship is only allowed to sail up or down the canal if the wind force does not exceed 5 Beaufort. 3. The wind force and the wind direction are measured at the Western Lock in Terneuzen. Notices to Mariners JANUARY 7th 2010

125 124 Article 6. Use of tugboats for passing the lock Depending on the wind force and the sailing speed / manoeuvring speed at dead slow, the tugboats have to be used with the specified towing force in ton-force (Bollard-Pull) in the following manner, and especially at the aft, preferably with the Z-peller type or similar, must be used as following: Wind 0 Bft. 5 Bft. Number of tugs required to assist a loaded ship sailing up the canal Sailing speed Sailing speed 5 knots 5 knots at dead-slow at dead-slow Fore: 1 x 30 tonf Fore: 1 x 30 tonf Middle: 2 x 30 tonf or: 1x 40 tonf 1 x 30 tonf Middle: 2x 30 tonf or: 1 x 40 tonf 1 x 30 tonf 5 Bft. 6 Bft. Aft: 1 x 39 tonf Fore: 1 x 30 tonf Middle: 2 x 30 tonf or: 1x 40 tonf 1 x 30 tonf Aft: 1 x 60 tonf or: 1x 30 tonf 1 x 30 tonf Aft: 1 x 60 tonf or: 1x 30 tonf 1 x 30 tonf Fore: 1 x 30 tonf Middle: 2x 30 tonf or: 1x 40 tonf 1 x 30 tonf Aft: 1 x 60 tonf or: 1x 30 tonf 1 x 30 tonf 6 Bft. No traffic allowed No traffic allowed

126 125 Wind 0 Bft. 5 Bft. Number of tugs required to assist a ballasted ship sailing down the canal Sailing speed Sailing speed 5 knots 5 knots at dead-slow at dead-slow Fore: 1 x 30 tonf Fore: 1 x 30 tonf Middle: 2 x 30 tonf Middle: 2x 30 tonf or: 1 x 40 tonf or:1 x 40 tonf 1 x 30 tonf 1 x 30 tonf Aft: 1 x 39 tonf Aft: 1 x 60 tonf or: 1x 30 tonf 1 x 30 tonf 5 Bft. 6 Bft. No traffic allowed No traffic allowed 6 Bft. No traffic allowed No traffic allowed Article 7. Use of tugboats for navigation in the Canal and in the Western Outer port Depending on the wind force and the sailing speed / manoeuvring speed at dead slow, the tugboats have to be used with the specified towing force in ton-force (Bollard-Pull) in the following manner, and especially at the aft, preferably with the Z-peller type or similar must be used as following: Notices to Mariners JANUARY 7th 2010

127 126 Wind Number of tugs required to assist a loaded ship sailing up the canal Sailing speed Sailing speed 5 knots 5 knots at dead-slow at dead-slow 0 Bft. 5 Bft. 5 Bft. 6 Bft. Fore: 2 x 30 tonf Aft: 1 x 39 tonf Fore: 2 x 30 tonf Aft: 1 x 60 tonf or: 1x 30 tonf 1 x 30 tonf Fore: 2 x 30 tonf Aft: 1 x 60 tonf of: 1x 30 tonf 1 x 30 tonf Fore: 2 x 30 tonf Aft: 1 x 60 tonf or: 1x 30 tonf 1 x 30 tonf 6 Bft. No traffic allowed No traffic allowed Wind 0 Bft. 5 Bft. Number of tugs required to assist a ballasted ship sailing down the canal Sailing speed 5 knots at dead-slow Sailing speed 5 knots at dead-slow Fore: 2 x 30 tonf Fore: 2 x 30 tonf Aft: 1 x 39 tonf Aft: 1 x 60 tonf or: 1x 30 tonf 1 x 30 tonf 5 Bft. 6 Bft. No traffic allowed No traffic allowed 6 Bft. No traffic allowed No traffic allowed

128 127 Article 8. Coming into effect These prescriptions take effect on 1 March, 2009 and expire on 1 March, 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. 6. 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 Notices to Mariners JANUARY 7th 2010

129 128 - the local knowledge of the tugboat s captain - the tugboat s compulsory pilotage - hydro- and meteorological circumstances - the load of the towed object compared to the wind surface - dangerous cargo - sort, type or condition of the towed object - radio communication between the parties involved - local or expected traffic situations - local circumstances 8. Application of the criteria It should be noted that the required number of pilots and tugboats mentioned in points 1 to 3 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. Shipping escort dated 22/11/2004 and Community Nautical control in Scheldt srea Middelburg dated 06/03/2007)

130 129 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) Oostende and the Nautisch Directeur van het Loodswezen (Nautical Director Pilotage Service) Antwerpen announce the following: 1. Shore based pilotage in general The captain of a vessel with compulsory pilotage will be notified of the options available in the event of suspended pilotage service(s) in the report prior to sailing into the VTS working area: Helicopter pilotage Shore based pilotage by authorized pilots Anchoring at the designated area. The captain s acceptance of shore based pilotage is regarded as complying with the compulsory pilotage. During the request for shore based pilotage the captain will report if a negative answer has been given to one or more questions on the checklist for vessels, and why. The captain will also be asked a couple of questions with regard to the manoeuvring characteristics, the equipment, communication and any other details that may affect the assessment of the request. Dutch or English will be used for communicating during shore based pilotage, according to the IMO Guidelines VTS and the Standard Marine Vocabulary. The captain of a vessel without compulsory pilotage may make use of the shore based pilotage service at request. Notices to Mariners JANUARY 7th 2010

131 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 advice (and any other advice 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 and 2 (Arriving - upper limits) Those vessels as meant in article 12 part 1 sublid A, B and C of the Reglement Vervoer Gevaarlijke Stoffen met Zeeschepen (Regulations Transport of Dangerous Cargoes on board Commercial Vessels) (abbr. RVGZ) Those vessels that are loaded or have been loaded and have not been degassed as meant in article 25 of the RVGZ Those vessels that are loaded or have been loaded and have not been degassed as mentioned in article 24 part 2 of the RVGZ or the vessels that are loaded or have been loaded and have not been 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.

132 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: - 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 Notices to Mariners JANUARY 7th 2010

133 132 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. 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

134 133 Furthermore procedure as mentioned under the first point of this page Piloting advice from aboard another vessel - In the traffic area Steenbank VHF 64 - In the traffic area Flushing VHF Westrond Route Arriving To vessels that exceed the upper limits of the fairway Oostgat or cannot sail in through the Oostgat for other reasons but meet the criteria for the waterway Scheur/Wielingen, shore based pilotage is given on the trajectory buoy Schouwenbank - Westpit- Flushing Roads or until a pilot is aboard. Outbound vessels As mentioned under point 1 (sailing- shore based pilotage) As mentioned under point 1 (arriving - upper limits) Traffic centres Calculated from sea towards Flushing Roads, shore based pilotage is given from the Traffic Centre Flushing in the traffic area: - Steenbank callsign: Radar Pilot Steenbank Borders: Schouwenbank / Westpit / OG 13 VHF: 64 From the Radar centre Zeebrugge as mentioned in point 1 (traffic centres - first point) From the traffic centre Flushing as mentioned in point 1.6 (traffic centres - second point) Notices to Mariners JANUARY 7th 2010

135 134 ANNEX 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 d.d. 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.

136 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 Rijkshavenmeester (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 JANUARY 7th 2010

137 136 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 does not 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 1 October 2002, helicopter pilotage has been offered in all weather conditions within the limits of the operational possibilities of the pilotage service to all vessels that meet the following conditions: meet the safety requirements (cf. section 1) comply with the reporting procedure of pilot station Wandelaar when arriving (cf. section 2) have been registered in the pilot database helicopter-operable vessels. (request form section 3)

138 137 Notices to Mariners JANUARY 7th 2010

139 138 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 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 initial pilot request (at least 6 hours in advance). In this initial pilot request it will be confirmed if the ship meets the minimum safety specifications or not. Should the weather conditions worsen within these 6 hours, helicopter pilotage can still be requested up until 2 hours before arriving at the pilot station. The reporting procedure Pilot station Wandelaar must be followed correctly (cf. section 2). A helicopter pilot lift-off request for a vessel sailing out in normal weather conditions must be made together with the pilot request. When the Dienst Afzonderlijk Beheer Loodswezen (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 are not helicopter-operable:

140 139 The captain can take his pilot along to a foreign port. The fees for sailing along will be determined according to the Revised Scheldt Regulations of the Flemish pilotage decree. The proper authority (Department Shipping Assistance Service / Rijkshavenmeester) can, in accordance with the regulations, grant an ad hoc exemption to the vessel involved. The captain can wait for better weather conditions. 1. SAFETY PRESCRIPTIONS FOR HELICOPTER PILOTAGE 1. Helicopter-operable vessels Vessels with a length under 125m (LOA) are not helicopter-operable. Vessels with a length of 125m up to 150m (LOA) are helicopter-operable if they have been registered in the databank of the pilotage services and only in the period between sunrise and sunset. Vessels with a length of over 150 m (LOA) are helicopter-operable if they have been registered in the databank of the pilotage services. 2. Acceptance policy for helicopter 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 JANUARY 7th 2010

141 140 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). 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)

142 REQUEST FORM REGISTRATION IN DATABASE HELICOPTER-OPERABELE VESSELS Undersigned: Master, of m.s. & call sign Hereby declares that mentioned vessel fully complies with the minimum specifications as stipulated in the safety instructions for pilot transfer by helicopter. Mentioned vessel has a: Landing area in accordance with I.C.S. Guide to Helicopter Ship Operation. YES NO A winching area in compliance with the requirements as stipulated in the safety instructions of the Flemish Pilotage for pilot transfer by helicopter. Furthermore the vessel s staff is fully aware of the precautions to be taken aboard, prior to and during pilot transfer by helicopter. Site of the landing or winching area: YES YES NO NO Useful details regarding the landing or winching area: Date:... Signature of the master: Please forward this application form by fax 0032 / to Helicoördinator Pilotage Zeebrugge _(Source: MDK - DAB Loodswezen) Notices to Mariners JANUARY 7th 2010

143 142 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. Oostende: vessels with an overall length of over 130 metres and/or a draught greater that 7,2 metres. 3. Nieuwpoort: vessels with an overall length of over 75 metres and/or a draught greater than 4,6 metres. _(Source: MDK - DAB Loodswezen)

144 143 1/20B BELGIAN COAST TRAFFIC SIGNALS BaZ 1/20B cancelled In the ports of Zeebrugge, Oostende 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 One way traffic Vessels may only sail in the indicated direction 3 eénrichtingsverkeer schepen mogen enkel in aange geven richting varen Notices to Mariners JANUARY 7th 2010

145 144 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.

146 At the entrance of and inside the former basin At the entrance of and inside the former basin: 3 km/h. These speed limits are indicated by signs that have been posted on the following places: On the heads of the eastern and western 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. Notices to Mariners JANUARY 7th 2010

147 146 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) 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)

148 147 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 JANUARY 7th 2010

149 148 forbidden: direction -sea allowed: direction - fishing lock tidal dock -back port forbidden: direction -back port allowed: direction -sea - fishing lock tidal dock 2. Two traffic signs facing land will be posted under a yellow flickering light at the entrance of the fishing lock: the top one showing red arrows, the bottom one green ones. Following sailing instructions will be given: forbidden: direction -sea -Montgomery dock -back port

150 149 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 JANUARY 7th 2010

151 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 m2 opening. The red light indicates that a strong discharge is taking place. In the event of heavy fog, a sound signal will be activated near the RYCO building in addition to the red light. These signals indicate to the owners of the vessels moored there that increased vigilance is in place because of the strong additional currents that are being created. _(Source: MDK - Afd. Scheepvaartbegeleiding)

152 151 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 2009 cancelled With the Visart Lock coming into operations again we would like to remind everybody that vessel traffic coming from or in the direction of the Visart Lock has right of way over vessels coming from the Prince Albert Dock (Old Fishing Port) and Tijdok. Those vessels have to ask permission from the Port Control Zeebrugge (VHF channel 71) before leaving the Prince Albert Dock / Tijdok _(Source: Harbourmasters Office Zeebrugge Notices to Mariners JANUARY 7th 2010

153 152

154 153 Notices to Mariners JANUARY 7th 2010

155 154 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 before opening the lock. After opening the lock the yellow flashing light will be activated and will remain active for as long as water is being discharged. The mariners must take into account any hindrance coming from the additional currency. (Source: MDK - Afd. Scheepvaartbegeleiding) 1/24C LNG- SHIPPING: PROCEDURES BaZ 13/ cancelled Chapter I General guidelines 1. General The arrival at, the stay at, and the departure from Zeebrugge of an LNG tanker are operations that must proceed strictly in accordance with a predetermined plan. At Zeebrugge a co-ordination centre has been established, (Vessel Traffic Centre Scheldemond), referred to hereinafter as VTS-SM. This centre is manned 24 hours a day and monitors aforesaid operations in conjunction with Port Control Zeebrugge.

156 Regulations All regulations remain unaltered whether the LNG tanker is empty and not gasfree or not, whether it is partially or fully loaded, on approaching or leaving the port. For LNG tankers carrying air or inert gas, the harbour master informs the other partners whether the LNG-procedures apply or not. VTS - SM and MBZ, in consultation with the ship s command and the LNG terminal, determine and check the time of arrival. 3. Position Reporting/E.T.A. 5 days in advance to the arrival at Zeebrugge, the position of the LNG tanker must be reported every 24 hours to MBZ. (= Port Authority Bruges Zeebrugge) The LNG tanker is required to report her estimated time of arrival to VTS - SM 48 hours, 24 hours, 6 hours and 1 hour prior to her arrival at the pilot-boarding position. VTS-SM will pass on this information to Zeebrugge Pilotage. 24 hours before arrival at the pilot-boarding position, the LNG tanker will inform VTS - SM and MBZ that as far as her command is aware no defects have been observed, or are anticipated, that affect the ship, her means of propulsion, or her equipment. Should there be a defect, the admission of the ship to the port may be authorized or withheld depending on the nature of the defect. Any changes to the above situation must be reported immediately to VTS - SM. 4. Recommended Anchorage Areas Any anchorage assigned by VTS SM North of the AN buoy Possibly south of the AZ buoy The most easterly emergency anchorage outside of the fairway lies north of the NE Akkaert buoy Notices to Mariners JANUARY 7th 2010

157 VTS - SM guidance / position-information / VHF-communication As soon as the LNG tanker makes VHF contact with Wandelaar Approach the ship becomes subject to the supervision of VTS-SM. Traffic Zone Wandelaar Approach From the west to the line formed by buoys Westende Middelkerkebank Oostdyck CALL SIGN: Wandelaar Approach - VHF-channel : 60 Once the LNG tanker has passed buoy Oostdyck, VTS - SM can, at the request of the master and/or pilot, supply continuous position information to the LNG tanker. Once passed the buoy S5, position information is continuously supplied to the LNG tanker. The assistance of VTS-SM is supplied via the working channels of the traffic zones concerned. Traffic Zone Wandelaar From the line formed by buoys Westende - Middelkerkebank - Oostdyck - A1bis - S2 VG6 CALL SIGN: Traffic Centre Wandelaar VHF - channel : 65 Traffic Zone Zeebrugge From the line formed by buoys A1bis - S2- VG6 including Pas van het Zand to Zeebrugge breakwaters CALL SIGN: Traffic Centre Zeebrugge VHF - channel: 69 Continuous position information in traffic zones Wandelaar Approach, Wandelaar, Zeebrugge and in the Port of Zeebrugge is supplied via the radar channel.

158 157 CALL SIGN: Radar Zeebrugge - VHF - channel 4 The fact that the LNG tanker is making use of the radar channel does not relieve her of her duty to continuously monitor VHF traffic on channels 60, 65 or 69 of the relevant traffic zones. Once they have passed the Z buoy, inbound LNG tankers must be reachable via VHF channel 71, the working channel of Zeebrugge Port Control. Chapter II Large LNG-carriers 6. Definition Large LNG carriers are vessels with a length equal to or exceeding 200 metres. 7. Nautical regulations upon arrival 7.1. Pilot boarding The pilot designated to the LNG tanker submits a sailing plan, at least one hour prior to the ETA of the LNG tanker at the AZ buoy. VTS - SM shall broadcast the sailing plan (including the various passage points and passage times) simultaneously on traffic channels 65 and 69 at the following times: 1 hour prior to the arrival of the LNG-tanker at the AZ buoy at the arrival of the LNG-tanker at the AZ buoy The pilot boards the LNG tanker 1 mile east of the line formed by the buoys AZ and AN, well clear of any pilot boarding/disembarking operations by other vessels, which shall be requested by traffic centre Wandelaar to keep a safety distance from the LNG tanker of at least half a mile during this operation. Notices to Mariners JANUARY 7th 2010

159 Route Inbound LNG tankers shall follow the route: precautionary area Wandelaar - Vaargeul 1 - S3/S4 - Ribzand - Pas van het Zand. Pending earlier made traffic arrangements and possible fairway obstructions, the alternative route SW Akkaert - A1 - Scheur West - Ribzand - Pas van het Zand can be followed. LNG tankers are classified as OVERSIZED VESSELS All shipping in the traffic zone will be warned by VTS - SM of the presence of an inbound LNG tanker en route from the AZ buoy to the port of Zeebrugge Permission to enter the port When a LNG tanker enters the port of Zeebrugge for the first time, this will be done by daylight (entire route) Before entering the port, the master will ask Port Control Zeebrugge for permission and will inform VTS SM Permission to enter will be granted by Port Control Zeebrugge subject to compliance with the following conditions: By MBZ necessary provisions have been made for the reception of the tanker (Fluxys LNG Zeebrugge) no ammunition carrying vessels are present in the outer harbour no gas tanker, for which no checklist simultaneous call of a LNG ship and another gas tanker for rinsing has been delivered by a gas-expert, is present in the outer harbour at least four tugs must be able to proceed in time to assist the LNG tanker before she passes the SZ buoy (Scheur-Zand). A fifth tugboat will assist as from passing the breakwaters.

160 159 Regular LNG-tankers: the minimum required combined bollard pulling power for the 5 tugboats is 180 tonnes Q-flex vessels: the minimum required combined bollard pulling power for the 5 tugboats is 210 tonnes Four tugs must be ready to render effective assistance before the LNG tanker passes the Scheur Zand buoy. The LNG tanker must be ready to make fast four tugboats. It is forbidden to make use of the sunken bits on the side of the ships. The towing lines supplied by the tugs are steel cables. One or more tugs must be equipped with fire-fighting equipment suitable for dealing with an LNG fire In the event of simultaneous arrival of ships, strict measures regarding order and time of entry will apply (Port Control Zeebrugge) By VTS-SM The LNG tanker reports possible defects in conformity with the checklist to VTS-SM The under-keel clearance of the LNG tanker must be at least 20% of her draught when at sea and at least 15% when in the harbour Wind-force must be less than 14 metres per second according to the meteorological data from the western breakwater Zeebrugge Visibility must be at least half a nautical mile The tidal current at the breakwaters must be running at less than 1.5 knots. If permission to enter the port is refused, the LNG tanker will be directed by VTS SM to a safe anchorage. Port Control Zeebrugge, VTS- SM and the pilotage decide in consensus about the fulfilment of above stated conditions n to Notices to Mariners JANUARY 7th 2010

161 Reports The vessel will report: When? Immediately after the pilot has boarded Upon passing buoys: A1/VG3-VG4/S3 sz Z Upon passing Zeebrugge breakwaters To whom? Vlissingen Centre VHF-channel Traffic Centre Wandelaar VHF-channel Traffic Centre Zeebrugge VHF-channel Port Control Zeebrugge VHF-channel 71 stating the estimated time of arrival at the next passage points (as indicated above) Shipping Regulations By VTS-SM VTS - SM regulates and co-ordinates all shipping in the vicinity of LNG tankers, issuing as standing order a minimum safety distance of at least 2 cables when passing an LNG tanker (overtaking or crossing). When issuing the estimated time of arrival at passage points, VTS-SM reports the minimum passage distance to shipping traffic (2 cables under normal circumstances, 5 cables when boarding/disembarking the pilot). En route from S3/S4 to the breakwaters, vessels are only allowed to overtake or to cross the bow of an LNG tanker if explicit arrangements with the LNG tanker as well as with VTS-SM have been made in advance.

162 By MBZ As from the passage of the Z buoy, Zeebrugge Port Control will co-ordinate all in- and outbound traffic, maintaining a safety distance of at least 2 cables from the LNG tanker, until she has rounded the LNG buoy. VTS-SM will ensure that shipping traffic stays informed of the departure and passage points of the LNG tanker Police Patrol The maritime police will patrol regularly in the vicinity of the LNGtanker and in the fairway in order to ensure that all shipping complies with the traffic control regulations and to verify the co-ordination of all in- and outbound traffic and of the traffic inside the port. The maritime police also checks if shipping complies with the instructions issued by VTS-SM, or by Port Control Zeebrugge inside the port. The Police patrol boat will contact the pilot on board the LNG-ship, VTS-SM (VHF channel 04) and Port Control Zeebrugge (VHF channel 71). Should any problem arise when no police patrol is present, e.g. non compliance with the said traffic control regulations, VTS-SM will immediately contact the maritime police (phone 050/ or by VHF ) who will assess the situation in order to resolve the problem. Furthermore, VTS - SM will take steps to ensure that all shipping in its traffic zones is informed about the arrival of the LNG tanker, and her passage times at the various waypoints. 8. Stay in the port of Zeebrugge - MBZ The LNG tanker will berth port side to the LNG jetty. The following precautions will be adopted throughout the entire stay of the ship in the port: 8.1. The LNG-tanker must have the required towing lines (firewires) hanging overboard at all times The LNG- may have an under-keel clearance of less then 15% of her draught during her stay in the port Notices to Mariners JANUARY 7th 2010

163 a tug equipped with suitable fire-fighting equipment must remain in the vicinity of the LNG tanker at all times no ammunition carrying vessels may be present in the outer port no gas tanker, for which no checklist simultaneous call of an LNG ship and another gas tanker for rinsing has been delivered by a gas-expert, will be allowed in the outer port. 9. Nautical regulations upon departure 9.1. Permission to leave the port One hour prior to departure, the pilot submits a sailing-plan which will be transmitted to VTS-SM. VTS-SM will broadcast the sailing-plan (including the various passage points and passage times) simultaneously on the traffic channels 65 and 69 at the following times 1 hour prior to departure at the time of sailing The captain will request Port Control Zeebrugge for permission to sail. This permission will only be granted when the following conditions are complied with: By MBZ no ammunition carrying vessels may be present in the outer port no gas tanker, for which no checklist simultaneous call of an LNG ship and another gas tanker for rinsing has been delivered by a gas-expert, may be present in the outer port Tugboats: Regular LNG-tankers: A minimum required combined bollard pulling power of 150 tonnes 3 tugboats required. Q-flex Series: A minimum required combined bollard pulling power of 165 tonnes 4 tugboats required.

164 163 Tugboats accompany the LNG tanker until she has passed the new breakwaters strict definition of sequence and time of sailing if other vessels happen to report simultaneously Wind-force must be less than 14 metres per second (according to the observations of western breakwater Zeebrugge) Visibility must be at least half a nautical mile By VTS-SM The technical condition of the tanker must comply with the LNG checklist The LNG tanker must have an under-keel clearance of at least 15% of her draught when in the harbour and at least 20% when at sea The tidal current at the breakwaters must be running at less than 2 knots. Port Control Zeebrugge, VTS-SM and the pilotage decide in consensus about the fulfilment of above stated conditions n to Reports After receiving permission to sail, the vessel will, prior to letting go, report the time of unmooring and the time of passing the breakwaters to: VTS - SM on channel 19 (Radar Control Zeebrugge) Vlissingen centre on channel 14 Port Control Zeebrugge on channel Route and pilot disembarking The LNG tanker will sail via Pas van het Zand, Ribzand, Vaargeul 1 and Pilot Station Wandelaar. Pending earlier made traffic arrangements and possible fairway obstructions the alternative route Scheur West - A1 - SW Akkaert can be followed. When the pilot disembarks from the LNG tanker, well clear of all other pilot boarding/disembarking operations, all other vessels will be warned in good time by the Wandelaar pilot cutter and VTS-SM, and be requested to keep a safety distance (at least 5 cables) from the LNG tanker. Notices to Mariners JANUARY 7th 2010

165 Shipping regulations By MBZ As soon as the LNG tanker is ready to leave the LNG dock, and has requested and obtained permission to do so, Port Control Zeebrugge will ensure the traffic regulation and co-ordination of all shipping inside the port and of all in- and outbound vessels, ensuring a minimum safety distance of 2 cables from the moment the LNG tanker passes the LNG buoy until she is clear of the Zeebrugge breakwaters By VTS-SM VTS - SM will regulate and co-ordinate all traffic in the vicinity of the LNG tanker. A minimum safety distance of 2 cables when passing the LNG tanker (overtaking or crossing) must be maintained. Furthermore VTS - SM shall ensure that all shipping remains informed about the departure of the LNG tanker and her passage times Police Patrol The maritime police will patrol regularly in the vicinity of the LNGtanker and in the fairway in order to ensure that all shipping complies with the traffic control regulations and to verify the co-ordination of all in- and outbound traffic and of the traffic inside the port. The maritime police also checks if shipping complies with the instructions issued by VTS-SM, or by Port Control Zeebrugge inside the port. The Police patrol boat will contact the pilot on board the LNG-ship, VTS-SM (VHF channel 04) and Port Control Zeebrugge (VHF channel 71). Should any problem arise when no police patrol is present, e.g. non compliance with the said traffic control regulations, VTS-SM will immediately contact the maritime police (phone 050/ ) or by VHF who will assess the situation in order to resolve the problem.

166 165 Chapter III Small LNG-carriers 10. Definition Small LNG carriers are vessels with a length under 200 metres. 11. Nautical regulations upon arrival Pilot boarding The pilot designated to the LNG tanker submits a sailing plan, at least one hour prior to the ETA of the LNG tanker at the KB buoy. VTS - SM will broadcast the sailing plan (including the various passage points and passage times) simultaneously on traffic channels 65 and 69 at the following times: *1 hour prior to the arrival of the LNG tanker at the KB buoy *at the arrival of the LNG-tanker at the KB buoy The pilot boards the LNG tanker at the pilot-boarding station Wandelaar, well clear of any pilot boarding/disembarking operations by other vessels, which shall be requested by traffic centre Wandelaar to keep a safety distance from the LNG tanker of at least half a mile during this operation Route Inbound LNG tankers shall follow the route: precautionary area Wandelaar - Vaargeul 1 - S3/S4 - Ribzand - Pas van het Zand. Pending earlier made traffic arrangements and possible fairway obstructions, the alternative route SW Akkaert - A1 - Scheur West - Ribzand - Pas van het Zand can be followed. The small LNG tanker is classified as OVERSIZED VESSEL Notices to Mariners JANUARY 7th 2010

167 166 All shipping in the traffic zone will be warned by VTS - SM of the presence of an inbound LNG tanker en route from the KB buoy to the port of Zeebrugge Permission to enter the port When a LNG tanker enters the port of Zeebrugge for the first time, this will be done by daylight Before entering the port, the master will ask Port Control Zeebrugge for permission and will inform VTS SM Permission to enter will be granted subject to compliance with the following conditions: By MBZ The necessary provisions must have been made for the reception of the tanker (Fluxys LNG Zeebrugge) no ammunition carrying vessels may be present in the outer harbour no gas tanker, for which no checklist simultaneous call of a LNG ship and another gas tanker for rinsing has been delivered by a gas-expert, may be present in the outer harbour at least one tug must be able to proceed in time to assist the LNG tanker for the passage Zandboei. a minimum required bollard pulling power of 40 tonnes is required for the tug at all times, more tugs can be ordered to assist by the captain of the LNG tanker. The towing lines supplied by the tugs are steel cables. One or more tugs must be equipped with fire-fighting equipment suitable for dealing with an LNG fire In the event of the simultaneous arrival of ships, strict measures regarding order and time of entry will apply (Port Control Zeebrugge).

168 By VTS-SM The technical condition of the LNG vessel must conform to the checklist The under-keel clearance of the LNG tanker must be at least 20% of her draught when at sea and at least 15% when in the harbour Wind-force must be less than 14 metres per second according to the meteorological data from the western breakwater Zeebrugge Visibility must be at least half a nautical mile The tidal current at the breakwaters must be running at less than 1.5 knots. If the requested permission (to enter the port) is refused, the LNG tanker will be directed to a safe anchorage by VTS SM. Port Control Zeebrugge, VTS-SM and the pilotage decide in consensus about the fulfilment of above stated conditions n to Reports The vessel will report: When? Immediately after the pilot has boarded Upon passing buoys: A1/VG3-VG4/S3 sz Z Upon passing Zeebrugge breakwaters To whom? Vlissingen Centre VHF-channel Traffic Centre Wandelaar VHF-channel 65 Traffic Centre Zeebrugge VHF-channel Port Control Zeebrugge VHF-channel 71 stating the estimated time of arrival at the next passage points (as indicated above). Notices to Mariners JANUARY 7th 2010

169 Shipping regulations By VTS-SM VTS - SM regulates and co-ordinates all shipping in the vicinity of LNG tankers, issuing as standing order a minimum safety distance of at least 2 cables when passing an LNG tanker (overtaking or crossing). When issuing the estimated time of arrival at passage points, VTS-SM reports the minimum passage distance to shipping traffic (2 cables under normal circumstances, 5 cables when boarding/disembarking the pilot). En route from S3/S4 to the breakwaters, vessels are only allowed to overtake or to cross the bow of an LNG tanker if explicit arrangements with the LNG tanker as well as with VTS-SM have been made in advance By MBZ As from the passage of the Z buoy, Zeebrugge Port Control will co-ordinate all in- and outbound traffic, issuing as standing order a safety distance of at least 2 cables from the LNG tanker, until she has rounded the LNG buoy Police Patrol The maritime police will patrol regularly in the vicinity of the LNGtanker and in the fairway in order to ensure that all shipping complies with the traffic control regulations and to verify the co-ordination of all in- and outbound traffic and of the traffic inside the port. The maritime police also checks if shipping complies with the instructions issued by VTS-SM, or by Port Control Zeebrugge inside the port. The Police patrol boat will contact the pilot on board the LNG-ship, VTS- SM (VHF channel 04) and Port Control Zeebrugge (VHF channel 71). Should any problem arise when no police patrol is present, e.g. non compliance with the said traffic control regulations, VTS-SM will immediately contact the maritime police (phone 050/ or by VHF ) who will assess the situation in order to resolve the problem. Furthermore, VTS - SM will take steps to ensure that all shipping in its traffic zones is informed about the arrival of the LNG tanker, and her passage times at the various waypoints.

170 Stay in the port of Zeebrugge MBZ The LNG tanker will berth port side to the LNG jetty. The following precautions will be adopted throughout the entire stay of the ship in the port: The LNG tanker must have the required towing lines (firewires) hanging overboard at all times The LNG tanker may have an under-keel clearance of less then 15% of her draught during her stay in the port A tug equipped with suitable fire-fighting equipment must remain in the vicinity of the LNG tanker at all times No ammunition carrying vessels may be present in the outer port No gas tanker, for which no checklist simultaneous call of an LNG ship and another gas tanker for rinsing has been delivered by a gas-expert, will be allowed in the outer port. 13. Nautical regulations upon departure Permission to leave the port One hour prior to departure, the pilot submits a sailing-plan which will be transmitted to VTS-SM. VTS-SM will broadcast the sailing-plan (including the various passage points and passage times) simultaneously on the traffic channels 65 and 69 at the following times: 1 hour prior to departure at the time of sailing The captain will request Port Control Zeebrugge for permission to sail. This permission will only be granted when the following conditions are complied with: By MBZ no ammunition carrying vessels may be present in the outer port no gas tanker, for which no checklist simultaneous call of an LNG ship and another gas tanker for rinsing has been delivered by a gas-expert, may be present in the outer port. Notices to Mariners JANUARY 7th 2010

171 Tug(s): a minimum required combined bollard pulling of 40 tonnes is required for the tug(s) with fire-extinguishing equipment. The tug(s) accompany the LNG tanker until she has passed the new breakwaters strict definition of sequence and time of sailing if other vessels happen to report simultaneously Wind-force must be less than 14 metres per second (according to the observations of western breakwater Zeebrugge) Visibility must be at least half a nautical mile By VTS-SM The technical condition of the tanker must comply with the LNG checklist The LNG tanker must have an under-keel clearance of at least 15% of her draught when in the harbour and at least 20% when at sea The tidal current at the breakwaters must be running at less than 2 knots. Port Control Zeebrugge, VTS-SM and the pilotage decide in consensus about the fulfilment of above stated conditions n to

172 Reports After receiving permission to sail, the vessel will, prior to letting go, report the time of unmooring and the time of passing the breakwaters to: VTS - SM on channel 19 (Radar Control Zeebrugge) Vlissingen Centre on channel 14 Port Control Zeebrugge on channel Route and pilot disembarking The LNG tanker will sail via Pas van het Zand, Ribzand, Vaargeul 1 and Pilot Station Wandelaar. Pending earlier made traffic arrangements and possible fairway obstructions the alternative route Scheur West - A1 - SW Akkaert can be followed. When the pilot disembarks from the LNG tanker, well clear of all other pilot boarding/disembarking operations, all other vessels will be warned in good time by the Wandelaar pilot cutter and VTS-SM, and be requested to keep a safety distance (at least 5 cables) from the LNG tanker Shipping Regulations By MBZ As soon as the LNG tanker is ready to leave the LNG dock, and has requested and obtained permission to do so, Port Control Zeebrugge will ensure the traffic regulation and co-ordination of all shipping inside the port and of all in- and outbound vessels, ensuring a minimum safe distance of 2 cables from the moment the LNG tanker passes the LNG buoy until she is clear of the Zeebrugge breakwaters By VTS-SM VTS - SM will regulate and co-ordinate all traffic in the vicinity of the LNG tanker. A minimum safety distance of 2 cables when passing the LNG tanker (overtaking or crossing) must be maintained. Furthermore VTS - SM shall ensure that all shipping remains informed about the departure of the LNG tanker and her passage times Notices to Mariners JANUARY 7th 2010

173 Police Patrol The maritime police will patrol regularly in the vicinity of the LNGtanker and in the fairway in order to ensure that all shipping complies with the traffic control regulations and to verify the co-ordination of all in- and outbound traffic and of the traffic inside the port. The maritime police also checks if shipping complies with the instructions issued by VTS-SM, or by Port Control Zeebrugge inside the port. The Police patrol boat will contact the pilot on board the LNG-ship, VTS-SM (VHF channel 04) and Port Control Zeebrugge (VHF channel 71). Should any problem arise when no police patrol is present, e.g. non compliance with the said traffic control regulations, VTS-SM will immediately contact the maritime police (phone 050/ ) or by VHF ) who will assess the situation in order to resolve the problem.

174 173 Annex 1 partners Pilotage Zeebrugge Doverlaan 7 bus 2 B Zeebrugge Tel. 32 (0) Fax. 32 (0) Nautical head of department Capt. Willem Van Poucke Tel 32 (0) GSM 32 (0) willem.vanpoucke@mow.vlaanderen.be Maritime Police Zeebrugge MBZ Veerbootstraat BRUGGE tel: 32 (0) 50/ fax: 32 (0) 50/ spnz@skynet.be Harbour Management Brugge- Zeebrugge P. Vandammehuis Isabellalaan 1 B-8380 Zeebrugge Belgium Tel.: 32 (0) (during office hours) Fax: 32 (0) (during office hours) Tel.: 32 (0) (outside office hours) Fax: 32 (0) (outside office hours) harbour.master@mbz.be Website: Notices to Mariners JANUARY 7th 2010

175 174 VTS-SM Fluxys MRCC-SAR Traffic Centre Zeebrugge Westelijke Havendam (Western Pier) 8380 Zeebrugge Operational head operator: Tel: 32 (0) Tel: 32 (0) Fax: 32 (0) Telex: Francis Van De Walle Tel: 32 (0) Fax: 32 (0) Reception desk: Tel: 32 (0) Fax: 32 (0) Agency for Maritime and Coastal Services Maritiem Plein Oostende Tel.: 32 (0) (operational) 32 (0) of 32 (0) Fax: 32 (0) Nautical head of department Capt. Réjane Gyssens Tel: 32 (0) rejane.gyssens@mow.vlaanderen.be MRCC-SAR Oostende Maritiem Plein Oostende Tel. 32 (0) 59/ (operational) Tel. 32 (0) 59/ of 32 (0) 59/ mrcc@mrcc.be _(Source : Afdeling Scheepvaartbegeleiding - d.d. 11/06/09)

176 175 1/24D PORT OF ZEEBRUGGE SPEED LIMITATION Inside the port of Zeebrugge, the speed limitation has been set at 5 km/h. These restriction is indicated by signs installed at the entrance of the harbour at the Tijdok and the Albert I- dok. _(Source : Scheepvaartpolitie Zeebrugge mail d.d. 30/06/09) 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, be it in a secondary role to the ones on the new breakwaters. Notices to Mariners JANUARY 7th 2010

177 176 CONFIGURATION OUTER-HARBOUR SIGNALS AT NEW BREAKWATERS AT ZEEBRUGGE Nr. Sea- Land- Meaning Side side (E&W) (W) 1 Grave emergency PORT CLOSED - flikkerend flikkerend A all vessels stop or GRAVE DANGER divert according to instructions 2 A arriving forbidden, PORT CLOSED sailing forbidden 3 A arriving forbidden, SAILING uitvaren toegelaten E eenrichtingsverkeer 4 A arriving allowed, ARRIVING sailing forbidden O one way traffic 5 A arriving and sailing OPEN TRAFFIC allowed 6 A arriving allowed if LNG-VESSEL IN explicit permission, sailing forbidden Vessel headed for LNG-terminal 7 A arriving forbidden, LNG-VESSEL OUT sailing allowed if explicit permission Vessel sails from LNG-terminal (Source: MBZ - Zeebrugge)

178 177 1/26 WARNING ON THE USE OF NON-EQUIVALENT 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) Notices to Mariners JANUARY 7th 2010

179 178 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. 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)

180 179 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, satellite-based 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 such as distance to and bearings from previously selected reference points (way-points) or digitalized charts. In 1996 the International Maritime Organisation (IMO) acknowledged GPS as a component of its worldwide radio navigation system as described in Resolution A 815 (19). With these marginal notes: The precision of GPS is not sufficient for navigation inside ports, port entrances and approaches GPS-SPS (cf. below) does not provide an immediate integrity warning with regard to a malfunctioning of the system differential applications can significantly increase both precision and integrity. Notices to Mariners JANUARY 7th 2010

181 180 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). 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 Centre (NAVCEN) provides civilian GPS users with the current system status and other GPS satellite information. Plans are being made to, after adjustment of SOLAS, Chapter V, Art 12/p by IMO (compulsory radio navigation receiver), broadcast messages with regard to potential shortcomings of the system by the department Scheepvaartbegeleiding (Department Shipping Assistance Service) and Radio Oostende via NAVTEX to shipping.

182 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 DGPS-service by using (among other things) an existing radio beacon as a datalink transmitter (287,5-315 khz). A publicly accessible DGPS navigation system for the Belgian coast has been declared operational as of January It is located in Oostende and works on 312 khz. The range of the transmitter is about 40 nautical miles, while reaching a precision of better than 5 metres. The broadcasts are on a 24/24 permanent basis. 3. USE OF CHARTS AND GPS NAVIGATION GPS offers the possibility to determine a precise position with 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. Notices to Mariners JANUARY 7th 2010

183 182 Some important points of attention: 1. (D)GPS precision While using GPS, the chance that the true position is within a radius of 22,5m of the given position is 95%. The exact position will never be determinable. For more precise applications DGPS must be used. Above values only apply when taking into account the datum of the GPS system, WGS84. cf. BaZ 1/27 for more information. The incorrect use of horizontal datums can lead to errors of up to several hundreds of metres. 2. Precision of charts Modern sea charts are generally based on hydrographic surveys made in the past decades. The older position determination techniques usually guarantee a 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 is not flawless. Look out for position imprecisions on every chart, especially when it concerns wrecks and flats. Keep in mind that wrecks tend to have a certain size. The most shallow point is usually registered as the position. So, in short: don t narrowly sail by underwater obstructions. _(Source: MDK - Afd. Kust - Vlaamse Hydrografie)

184 183 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 RNCs next to ENCs. But the RNCs may only be used when no ENC is available for the area concerned. It has also been decided that when making use of this raster mode of operation, an appropriate set of paper sea charts must be used. Systems that fully meet the IMO Performance Standards are official and are indicated with the term ECDIS. ECDIS stands for Electronic Chart Display and Information System. Their use is accepted by the IMO as a replacement for an up-to-date paper sea chart. The 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). Notices to Mariners JANUARY 7th 2010

185 184 To steer the introduction of the electronic chart in the right direction the International Hydrographical Organization (IHO) introduced the World-wide Electronic Navigational chart Database (WEND)-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, RENCs ( 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.

186 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: Notices to Mariners JANUARY 7th 2010

187 186 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 the condition that all reasonable precautions were taken beforehand to prevent the damage. Attention is also required for the fact that drilling rigs, that are several miles apart, are very often connected to each other with pipelines, and as such dredge fishing is not allowed between these rigs. _(Source: FOD Economie)

188 187 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) Notices to Mariners JANUARY 7th 2010

189 188

190 189 Notices to Mariners JANUARY 7th 2010

191 190 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)

192 191 1/33A MINIMUM REQUIREMENTS CERTAIN TANKERS THAT WISH TO SAIL TO A BELGIAN PORT MUST MEET BaZ 1/33A cancelled The attention of the mariners is requested for the KB of (Belgian Statute Book of ) which contains a reporting duty and a checklist for such vessels. _(Source: FOD Mobiliteit & Vervoer) 1/33B REGULATIONS FOR TRANSPORT OF DANGEROUS CARGOES ON BOARD COMMERCIAL VESSELS (RVGZ) BaZ 1/33B cancelled As of September 1st 1985 the RVGZ is in force. The RVGZ s content has been decided upon in agreement between The Netherlands and Belgium and has been published in the Statute Book of July For the Western Scheldt and the Canal Terneuzen-Ghent, the RVGZ applies to commercial vessels that transport dangerous substances, regardless of which politage regime (Scheldt Regulations or Dutch Pilotage Law) they fall under. The Director of Shipping and Maritime Affairs, Scheldt Estuary District (Dutch Pilotage Services) is the Proper Authority (BA) in terms of the RVGZ. Operational execution of these qualifications, including the giving of more specific orders, has been mandated to the Main Traffic Leaders of the Traffic Service Western Scheldt (SID) of Flushing. Notices to Mariners JANUARY 7th 2010

193 Gas certificate Tanker vessels that have been loaded with class 2 or 3 substances and do not carry a certificate of being gas-free from an acknowledged Dutch or Belgian gas expert fall under the regulations of the RVGZ. 2. Signalling (articles 12 & 23 RVGZ) Commercial vessels loaded with class 1 and/or class 52 explosive substances, with the label explosive and/or liquified gases with the label poisonous, as well as all tanker vessels loaded with dangerous substances, must sail under the following day signals or lights: during the day the signalling flag B of the International Code of Signals at night, as well as with a visibility of less than 2000m a clear and uninterrupted red light of a constant strength that is clearly visible to the immediate environment and that is positioned at least 6 metres above deck. Commercial vessels loaded with class 1 explosive substances may not take berth, unless they are waiting for locks, bridges etc. Barring circumstances, these ships are not allowed to anchor on the Western Scheldt, on the Canal Terneuzen-Ghent and in the Dutch territorial waters. Loading, unloading or bunkering at a temporary berth- or anchoring area is prohibited. 3. Article 25 vessels Article 25 vessels are tanker vessels that are loaded with liquified class 2 gases, or that have been loaded with them and have not yet been declared gas-free. They are bound to a shipping plan as prescribed in art.25 of the RVGZ. This shipping plan consists of a fixed route on the Western Scheldt and its estuaries.

194 193 NB The prescriptions in article 25 do not apply to tanker vessels that are loaded or have been loaded with class 2 substances, if it concerns the following substances and/or quantities: Ethylene oxide, if the largest tank is no bigger than 1000m3 and if the vessel carries no more than 5000m3. Acetaldehyde, ammoniac, ethyl chloride of methyl chloride, if the largest tank is no bigger than 1500 m3 and if the vessel carries no more than 7500 m3. butane, butane/propane mixes, butadiene, butylenes, ethane, ethene (ethylene), methane, methylacetylene/propadiene mixes, propane, propene (propylene) or vinyl chloride, if the largest tank is no bigger than 3000m3 and if the vessel carries less than 15000m3 of these substances. dichlorodifluoromethane, dichloromonofluormethane, dichlorotetrafluoroethane, monochlorodifluoromethane, monochlorotetrafluoroethane, monochlorotrilfluoromethane or nitrogen. 4. Sailing prohibition article 25 vessels Sailing article 25 vessels is prohibited if visibility is less than 200m. In such cases anchoring should be done at the nearest secure anchorage. Under special circumstances consultations can be held with the Chief Traffic Controller to determine to what extent traffic can be allowed. _(Source: MDK - DAB Loodswezen) Notices to Mariners JANUARY 7th 2010

195 194 1/33C REPORTING DANGEROUS SUBSTANCES TO THE COMMON NAUTICAL AUTHORITY The following prescriptions are laid down. Article 1 1. The captain of a sea-going vessel that is loaded with or emptied of dangerous substances as signified in annex 1 of the Shipping Regulations Western Scheldt, reports this to the Common Nautical Authority. 2. This report must be made: a at least twenty-four hours before arrival in the management area of the Common Nautical Management, or b in case the destination was known at the time of departure from the previous port, and the duration of the voyage is less than twenty-four hours, at the latest at the time the vessel leaves the previous port, or c in case the destination was not yet known at the time of departure from the previous port or is changed during the voyage, as soon as it is known but not later than the time of entering the Dutch territorial sea. Article 2 Reports must be made using the reporting form mentioned in the annex that is part of this announcement, and must be sent to the GNA to fax number (0) or to address IMOlading@ VTS-Scheldt.net.

196 195 Article 3 The GNA will consider a report of dangerous substances received from the port authorities via the Central Broker System as a report complying with article 1. Article 4 The present fax reporting procedure is herewith cancelled. Article 5 These regulations will be reviewed by the Permanent Commission after one year. Article 6 These regulations enter into force two days after publication in the Dutch State Gazette and the Belgian State Gazette. Notices to Mariners JANUARY 7th 2010

197 196 Annex reporting form Report of cargo information data of vessels that are loaded with or emptied of dangerous substances to the Common Nautical Authority: The vessels mentioned in the introduction must before entering the management area of the Common Nautical Authority report the following: vessels must report the dangerous substances they are loaded with or of which they were emptied of them as follows: Vessel information: Vessel name: - call sign: - Length: - m Width: - m Draught: - dm Route: Port of departure: Pilot station: SB/WN Port of destination: Cargo information: Information about the cargo which the vessel is loaded or empty with. Names of the dangerous substances* Un.nrs. or MARPOL category. Substance name: Un.nr.: MARPOL:

198 197 Vessel is gas-free: In case a tank vessel carries a gas-free certificate of being gas-free issued by the Dutch or Belgian gas expert, then report that the vessel is declared being gas-free by the gas expert and send the corresponding certificate. *Dangerous substances Are substances covered by the prescription of: - The GC Code; - The IGC Code; - The EGC Code; - The BCH Code; - The IBC Code; - The IMDG Code; - Group B of the BC Code; - Annex I of the MARPOL; - Annex II of the MARPOL; - Annex III of the MARPOL. Notices to Mariners JANUARY 7th 2010

199 198 1/33D TRANSPORT OF DANGEROUS SUBSTANCES WITH GAS TANKERS TO AND FROM THE SCHELDT PORTS The following prescription are laid down: Article 1. General provisions 1. These prescriptions are applicable to the waters that are part of the management area of the Common Nautical Authority. 2. In these prescription is also meant by a gas tanker loaded with dangerous substances is also meaning a gas tanker that was loaded with dangerous substances and for whom no certificate stating that the vessel is free from dangerous substances was issued by a Dutch or Belgian recognized gas expert. Article 2. Prescriptions for the transport of dangerous substances 1. In case a gas tanker is loaded with dangerous substances as meant in Annex 1 of the Dutch Shipping Regulations Western Scheldt, the captain must observe the following prescriptions: a. a navigation plan must be prepared and applied; b. a copy of the navigation plan must be presented for consulting at first request to the Common Nautical Authority; c. it must be sure be certainty that no dangerous overpressure is present in the tanks; d. particularities and changes of the condition of the vessel or the cargo that can affect the safety, must immediately be reported to the Joint Nautical Authority. 2. What defined in section one, part a and b, is not applicable to gas tankers loaded with the following dangerous substances: a. ethylene oxyde, if the largest tank measures less than 1,000 m3 and if the vessel does not carry more than 5,000 m3; b. acetaldehyde, ammonia, ethyl chloride or methyl chloride, if the largest tank measures less than 1,500 m3 and if the vessel does not carry more than 7,500 m3;

200 199 c. butane, butan/propane mixtures, butadiene, butylenes, ethane, ethene (ethylene), methane, methylacetylene/propadiene mixtures, propane, propene (propylene) or vinyl chloride, if the largest tank measures less than 3,000 m3 and if the vessel does not transport more than 15,000 m3; d. dichlordifluoromethane, dichlormonofluoromethane, dichlortetrafluoroethane, monochlordifluoromethane, monochlortetrafluoroethane, monochlortrifluoromethane or nitrogen. Article Furthermore, when sailing on the Western Scheldt or on the Canal from Ghent-Terneuzen, the captain of a gas tanker loaded with dangerous substances not covered by the exception of article 2, section 2, must observe the following prescriptions: a. when entering, he must follow the route via the Scheur waterway and the main channel; b. when leaving, he must follow the route through the main channel and the Scheur waterway; c. when entering, besides the reporting of the passing of the usual points, also the passing of buoy Sch-3 must immediately be reported; d. the vessel is only allowed to sail, when there are no obstacles in the chain from the pilot station at sea up to and including the berth place and vice versa; e. sailing is forbidden or must be interrupted if possible by anchoring, at a visibility of 2,000 metres or less. 2. The trip of a vessel as meant in section one may only start if authorization (clearance) is given by the Common Nautical Authority. This authorization can be subject to additional conditions. An given authorization can at any time be withdrawn. Notices to Mariners JANUARY 7th 2010

201 200 Article 4. Final provisions 1. These prescriptions don t affect what has been defined in other legislation and regulations as well what has been defined in the Common Announcements as issued by the Common Nautical Authority. 2. The Common Announcement no , dated June 1, 2004 and the corresponding BASS 055/04, as published in the Dutch State Gazette no. 107/2004, are herewith cancelled. 3. These prescriptions enter into force as from April 1, _(Source : GNA - Vlissingen - gezamenlijke bekendmaking 02/2009 d.d. 20/03/09 ) 1/33E INSPECTION ON THE DECLARATION ON FINANCIAL SECURITY WHEN COVERING THE LEGAL LIABILITY FOR DAMAGE CAUSED BY OIL POLLUTION BaZ 1/33C cancelled In order to carry out the regulations decided on in the international treaty signed on November 29th 1996 in Brussels, the Belgian and Dutch pilots exercise control over the declaration mentioned in the header in the Scheldt estuaries and the at the Belgian coast ports; also called Civil Liability. Supervision on the CL-certificates will take place for all merchant vessels with a cargo of over 2000 (metric) tonnes of oil in bulk. _(Source: MDK - DAB Loodswezen)

202 201 1/33F THE WEST EUROPEAN TANKER REPORTING SYSTEM (WETREP) BaZ 1/33D cancelled Issuance of the compulsory shipping report system for Western European P S S A (Particularly Sensitive Sea Area). Some Western European waters have been indicated as PSSA areas by the IMO following a proposition from Belgium, France, Spain, Ireland, Portugal and the United Kingdom. This PSSA area borders to the 15th degree west meridian, the Porcupine Bank, including parts of the special area of Northwestern Europe (issued under statutory annex 1, MARPOL 73/78), the English Channel and coastal waters, and certain parts of the PRA (Pollution Response Area) and EEZ (Exclusive Economic Zone) along the Spanish, French and Portuguese coasts (see supplements 1 and 2). Notices to Mariners JANUARY 7th 2010

203 202 IMO approved a compulsory report system for tankers (WETREP) that took effect on July 1st 2005 at 00h00 UTC for all tankers with a tonnage larger than 600 tonnes, carrying: black crude oil, i.e. oil with a density of over 900 kg/m3 at 15 Celsius or heavy fuel oil, i.e. fuel oil with a density of over 900kg/m3 at 15 Celsius, or a kinematics viscosity higher than 180mm2/s at 50 Celsius or asphalt, tar and their emulsions. Vessels sailing to and from Western European reporting areas should report: upon sailing in the reporting area or immediately upon departure from a port, terminal or anchoring area within the reporting area or when they will deviate from the route towards their original destination port/terminal/anchoring area or position for orders transmitted when sailing into the reporting area or when a deviation from the planned route is necessary because of bad weather conditions or malfunctioning equipment or a change in the navigational situation or when leaving the area for the last time. Notes: Vessels do not need to report if, upon passing through, the border of the reporting area is only sporadically crossed, and on other occasions than when first sailing in or out. When arriving in the WETREP reporting area the vessels must inform the nearest proper authorities. The VTS, RCC and Radio coastal station or other participants to whom the report must be sent are mentioned in supplement 4.

204 203 Should the vessel be unable to inform the nearest Radio coastal station or another participant, she should report this to the next nearest radio coastal station or any other participants mentioned in supplement 4. The reports must be made in the format described in supplement 3. Reports may be made using any modern means of communication, including Inmarsat C, telefax and as they are described in supplement 4. Reports may be made free of charge via GMDSS through a RCC of one of the participating countries from supplement 4. Oral reports must contain the obligatory fields including the identification letters. To reduce the amount of reports vessels must make (due to other report systems within the WETREP reporting area, e.g. Caldovrep); vessels may indicate which additional report system they are planning to pass during the transit of WETREP reporting area. This will result in an important reduction of time and additional information in reports of other systems within the WETREP reporting area. Vessels equipped with INMARSAT C (SES) will be able to send messages via Inmarsat C free of charge if they keep to the following procedures: choose Special Access Code (SAC)45 only via MRCC Falmouth LES Atlantic Ocean area - east (102); Atlantic Ocean area - west (002) or Indian Ocean (302). (Note: It is possible that the message will not be received by WETREP if sent via any other LES.) Notices to Mariners JANUARY 7th 2010

205 204 ANNEXES 1 Description of the reporting area with coordinates. 2 chart of the reporting area. 3 Reporting form. 4 Identification of stations to which reports must be sent. Annex 1. DESCRIPTION OF THE COMPULSORY REPOR- TING SYSTEM FOR THE WESTERN EUROPEAN PSSA AREA WITH COORDINATES Description of the area The area covers the west coast of the United Kingdom, Ireland, Belgium, France, Spain and Portugal, from the Shetland Islands in the north to cape St-Vincent in the south, and the English Channel and its approaches as indicated in the chart publication of supplement 2. The WETREP area is an area bordered by the line that connects the following geographical coordinates (all coordinates are expressed using WGS 84 as reference system).

206 205 NUMBER DEGREE OF LATITUDE DEGREE of LONGITUDE 1 (UK) N UK coast 2 (UK) N (UK) 62 N (UK) 62 N 003 W 5 (UK Irl) N 012 W 6 (Irl) N 015 W 7 (Irl) N 015 W 8 (IrlUKF) N W 9 (F) N 008 W 10 (FS) N W 11 (S) N 010 W 12 (S) N W 13 (S) N W 14 (SP) N W 15(P) 37 N W 16 (P) N W 17(P) N W 18 (P) N W 19 (B) N E (border between B and NL) 20 (UK) N UK east coast 21 (IRL) N W 22 (UK) N W 23 (UK) N W 24 (UK) N W Geographical coordinates serving as identification of a PSSA are to be used solely for this purpose and may not be interpreted differently with regard to maritime limits and borders. Notices to Mariners JANUARY 7th 2010

207 206 Annex 2. PSSA CHART - WESTERN EUROPEAN WATERS PARTICULARLY SENSITIVE SEA AREA (UKHO chart 4011)

208 207 Annex 3. REPORTING FORM (CORRESPONDING WITH IMO RESOLUTION A.851(20)) Identification system: WETREP Followed by a two-letter abbreviation for the identification of the report: SP (sailing plan), FR (final report) or DR (deviation report). Information that must be reported: A: Vessel identification (vessel name; callsign; IMO identification number and MMSI number) B: Date/time C: Position E: True course F: Speed G: Last port I: Next port and estimated time of arrival P: Type of oil cargo, quantity, degrees and density Q: only in the event of there being shortcomings or insufficiencies in normal navigation T: Address of the cargo supplier W: Number of persons aboard X: Any information applying to these tankers characteristics and estimated quantitity of used bunker oil for tankers holding over 5000 tonnes of bunker oil Navigational condition (for example making way, under way, difficultly manoeuvrable etc ) Notices to Mariners JANUARY 7th 2010

209 208 Annex 4. VESSEL TRAFFIC SERVICES, RCC, COASTAL RADIO STATION OR OTHER FACILITIES TO WHOM THE REPORTS MUST BE SUBMITTED (GEOGRAPHICAL POSI- TIONS REFER TO THE WGS 84) Position coordinates BELGIUM MRCC SAR Oostende: Tel: Tel.: Fax: VHF: 9, 16, 67, 70 MF: 2182 MMSI: N E FRANCE MRCC Gris-Nez: Tel.: Fax: Telex: Inmarsat-C: VHF: 16, 70 MMSI: º52 N 001º3WW5 E MRCC Corsen: Tel.: Fax: Telex: Inmarsat-C: Nil VHF: 16, 70 MMSI: º25 N 004º47 W

210 209 IRELAND MRCC Dublin Tel: /23 Fax: mrccdublin@irishcoastguard.ie Communications may be sent to MRCC Dublin via: MRSC Valentia (EJK) MRSC Malin Head (EJM) 51º56 N 010º21 W 55º22 N 007º21 W PORTUGAL MRCC Lisbon: 38º 40 N 009º19 W Tel: , or (for emergency only) Fax: Telex: P. mrcclisboa@netc.pt. SPAIN MRCC Madrid 40º24 N 003º43 W Tel: Fax: Telex: , cncs@sasemar.es MRCC Finisterre: 42º42 N 008º59 W Tel: Fax: Telex: , finister@sasemar.es VHF: 16 & 11 MF: 2182 MMSI: Notices to Mariners JANUARY 7th 2010

211 210 MRCC Bilbao 43º20.8 N 003º01 W Tel: Fax: bilbao@sasemar.es VHF: 16 & 10 MMSI: UNITED KINGDOM Sea Areas A1 and A3 (See the relevant international radio publications) MRCC Falmouth (Coordinating Station for the United Kingdom) Telephone: (0) Facsimile: (0) Inmarsat-C on falmouthcoastguard@mcga.gov.uk _(Source: MDK - Afd. Scheepvaartbegeleiding d.d.27/07/2005. IMO SN/Circ.242)

212 211 1/34 SEA WATER POLLUTION DUE TO OIL OR OTHER HAZARDOUS SUBSTANCES BaZ 1/ cancelled The permanent Commissarissen van Toezicht op de Scheldevaart (Commissaires of Supervision on Scheldt Shipping), granting consequence to the request of the IMO resolution MSC/Circ 130 of , have adopted the following announcement of : 1. In accordance with international agreements and national law, it is prohibited to pump oil or oil remains overboard near the shore and in open sea. 2. The Shipping Inspection of the Netherlands requested the Dutch pilotage service if it would cooperate on the observance of these regulations by reporting and (if possible) tracking down vessels pumping oil overboard near the shore or at sea (and on the river). In Belgian waters the personnel of the Belgian pilotage service is charged with the observance of the oil pollution regulations. 3. It is requested to the captains of all vessels of the Belgian and Dutch pilotage services and to all pilots that they, should they observe such a breach of regulations, would compile a report containing the specifications in point 5. If the observation is made when aboard the piloted vessel, the pilot will request the captain to immediately stop the dumping or pumping out. 4. The reports mentioned under point 3 should be transmitted by radio as fast as possible in the usual manner. Mention will also be made of the request made to a captain, should one have been made. Immediately after coming ashore a written report, if possible together with an oil sample, shall be submitted to the pilotage service leadership. Notices to Mariners JANUARY 7th 2010

213 The following is a model of a report of oil pollution with the specifications that should be mentioned. Report oil pollution near the Dutch or Belgian coast Name vessel Type of vessel Nationality Position Date and time (MET) Wind (speed and direction) HW Flushing Stream (speed and direction) Any other specifics that require attention Hereby undersigned reports that he has observed aforementioned vessel to lose or to pump out oil or water containing oil at the aforementioned place at the aforementioned time that created an oil slick or trail of x metres. A sample of the oil has (not) been taken. In the event that this report concerns the respective vessel the pilot is on board of, he should also report whether he explicitly asked the captain (or helmsman) to immediately stop the dumping or pumping out and how this request was responded to. Made aboard of Date Signature Position 6. The captains or the persons in charge of all vessels involved in the incidents that cause dangerous substances (chemicals etc.), oil or other substances to end up in the water or potentially end up in the water are obliged to report this immediately.

214 These reports must contain as many relevant details as possible, for example the correct technical denomination of the oil or substances involved, the manner of stowing and packaging, and if possible the Shipping Marks and the names of the manufacturers of the goods. In the event of a collision, a stranding or a sinking of the vessel the (presumed) condition of the cargo, the stowing plan and the complete list of dangerous substances or the manifest are also of importance. 8. The Belgian as well as the Dutch pilots are requested to mediate during incidents by transmitting the messages if possible over VHF, depending on the vessel s position to: M.R.C.C.-Kustwacht Oostende (chan.9) [Coast Guard Oostende] Flushing Radio (chan.14) or Zandvliet (chan.12 of 14) and to see to it that these reports contain as many specifications as possible, as mentioned under point 7. If transmitting to Oostende, Flushing, Zandvliet is not possible the pilot must point out to the captain that the information should, if possible, be sent to respectively the Belgian pilotage services in Antwerpen or Oostende or the Dutch pilotage service in Antwerpen, Oostende or Flushing, via Radio Antwerpen, Oostende or Scheveningen. Notices to Mariners JANUARY 7th 2010

215 The legislation on the protection of the marine environment forces the master or ship-owner of a ship involved in a shipping accident to take all reasonable prevention or containment measures in the sea areas. These measures are either intended to prevent damage or to limit damage to a minimum in case of an imminent threat of pollution or to contain or reverse the damage in case pollution has already been caused. _(Source: Afd. Scheepvaartbegeleiding and FOD Volksgezondheid, Veiligheid van de Voedselketen en Leefmilieu - Marien Milieu dienst 14/11/2008 1/35 ANCHORING OF DAMAGED VESSELS AFTER AN INCIDENT BaZ 1/ cancelled Having heard the advice of the Commissie Nautische Veiligheid Scheldemonden (Commission Nautical Safety Scheldt Estuaries); In view of art. 51 and 54 of the Shipping Regulations Western Scheldt 1990; art. 43 and 53 of the Shipping Regulations for the Canal of Ghent to Terneuzen; In view of art. 44 paragraph 1 and 47 paragraph 1 of the KB holding Shipping Regulations for the Lower Sea Scheldt; In view of art. 8 of the Communal Port Police Regulation of Antwerpen, knowing that mentioned herein is the fact that vessels that sustained damage or probable damage following an incident are only allowed in port after a declaration made by a shipping expert authorized by the Rechtbank van Koophandel (Commercial Court); The Rijkshavenmeester (Government Port Master) Western Scheldt and the Civil Servant MDK in charge hereby announce the following: Vessels that have sustained damage or probable damage following an incident may only continue the voyage to their final destination after receiving permission from the Communal Nautical Authority (GNA),

216 215 more specifically the Head Traffic Leader of the Water district Western Scheldt and the Nautical Service Chef of the agency for Maritime and Coastal Services. These vessels generally must first anchor at a position designated by the GNA and more specifically the persons mentioned in the above sentence, where an investigation will take place to establish the nature of the damage. This joint announcement will take effect on the second day after appearing in the Dutch and Belgian Statute Book in which it is placed. _(Source: Gemeenschappelijke Vlaamse and Nederlandse Nautische Autoriteit. Kennisgeving d.d. 27/09/2005) 1/36A SEAWARD ARTILLERY- PRACTICE GENERAL REGULATIONS BaZ 1/36A cancelled 1. ARTILLERY SECTORS There are three different artillery sectors that have been determined as follows: 1. Small sector The danger zone is included in a sector with a 2,5 mile radius with the Nieuwpoort lighthouse as its centre, bordered by the bearings 114 from the Nieuwpoort lighthouse and 191 from the former WT of Westende (position 51 10,14 N ,62 E). Notices to Mariners JANUARY 7th 2010

217 Medium sector The danger zone is included in a sector with a 7,5 mile radius with the position 51 08,62 N- 2 46,15 E, as its centre, bordered by the same bearings as in Large sector The danger zone is included in a sector with a 12 mile radius with the same centre and borders as in SIGNALIZATION The following signals will be hoisted to the top of the mast, placed in position 51 09,29 N ,15 E on 350 m WSW of the water tower of Nieuwpoort. For the artillery exercises that are done: 1. In the small sector A square red flag with a red circular signal on top. 2. In the medium sector A square red flag with two red circular signals on top. 3. In the large sector A square red flag with three red circular signals on top. The signals will be pulled down during interruptions and after completion of the artillery practice. In addition to that a signalization panel, which is located to the right of the exit of the port shipping lane NIEUWPOORT, will be made visible during artillery practice. The panel will show the following information:

218 217 GEVAAR-DANGER ZEEWAARTSE SCHIETOEFENINGEN [SEAWARD ARTILLERY PRACTICE] INFO VHF 67 C/S:SN SN (Sierra November) is the callsign of the artillery sector NIEUW- POORT and the working frequency is VHF-CHANNEL 67. The radio station is manned during artillery practice between 0800 Hr and 1530 Hr. At the end of the artillery practice the text on the panel will be made invisible. _(Source: Ministerie van Defensie - 14A Nieuwpoort d.d.30/11/2000) 1/36B NIEUWPOORT SEAWARD ARTILLERY PRACTICE SMALL, MEDIUM AND LARGE SECTORS BaZ 1/36B cancelled Normally speaking NO artillery practice is planned on air and/or sea targets and shipping is free: on ALL Saturdays, Sundays and legal holidays from January 01 up to and including January from February 15 up to and including February from April 06 up to and including April from May 13 up to and including May from June 21 up to and including September from November 02 up to and including November from December 24 up to and including December Outside of these periods dates and hours of the artillery exercises against air and sea targets will periodically appear in the BaZ. All shipping activity is prohibited in the activated sector during artillery practice. Notices to Mariners JANUARY 7th 2010

219 218 To improve the information towards the various users (pleasure shipping, sailing clubs, fishing, etc.) the Ministry of Defence will make more detailed information concerning the actual use of the sectors and the limitations on shipping that follow from it available on the website: to- Schietoefeningen Nieuwpoort ( Artillery practice Nieuwpoort ) ( This information will be updated on a daily basis. It is also possible to contact the artillery sector in Nieuwpoort telephonically at these numbers: 32 (0) or 32 (0) _(Source: Ministerie van Defensie - 14A - Nieuwpoort d.d.08/10/2007 ref ) 1/37 NORTH SEA S-SECTOR ARTILLERY PRACTICE ON FLOATING TARGETS BaZ 1/ cancelled 1. From January 01 up to December 31 artillery practice by navy vessels may occur within the zone determined by the following points: 51 39,95 N ,92 E point A 51 36,95 N ,92 E point B 51 32,95 N ,92 E point C 51 38,95 N ,92 E point D 51 39,95 N ,92 E point E 2. The actual shooting will be done from the south border (line A-B- C) of the abovementioned zone, in northern direction. The shooting zone will not be guarded. 3. Surface practice will be done both during the day and at night on a towed or anchored floating target.

220 The units participating in these exercises will make use of the following signals: during the day, a large flag B of the International Code of Signals, completed by the signal CODE-NE 4 at night, next to the regulation navigation lights, 3 red lights 6 foot on top of each other and with a visibility radius of 5 miles. 5. Further messages will report the exact periods during which these exercises will take place. _(Source: Ministerie van Defensie - Commando Marineoperaties Marine, Zeebrugge) 1/38 ZONE FOR DETONATING WAR AMMUNITION AND PRACTICE MINES NE OF ANCHORAGE AREA WESTHINDER BaZ 1/ cancelled As of 2001 an area has been set with as its centre 51 29,07 N 2 49,92 E and a radius 4NM for detonating old war and practice mines. This area is used all year long by different types of vessels of the Belgian navy for detonating at sea of old war mines and practice mines that have been found by navy vessels or by fishing and dredging vessels. The frequency of these detonations varies between 15 and 20 explosions a year. If necessary detonating may be done in other areas as well; BaZ 1/10 determines the procedures for this. Note: the shipping movements mainly consist of mine sweeping vessels and high sea towing vessels and their respective zodiacs and diving teams as well as those vessels that make use of the practice zone in art. 1/39 point 1. _(Source: Ministerie van Defensie - Belgische Marine. d.d.04/12/2000) Notices to Mariners JANUARY 7th 2010

221 220 1/39 BELGIAN COASTAL ZONES FOR MINE LAYING, MINE DETECTION AND MINE SWEEPING PRACTICE BaZ 1/ cancelled Within the framework of practicing areas for mine laying and mine sweeping in the North Sea, the Channel and the waters surrounding the British Isles, following zones are situated on the Belgian Continental Flat: 1. Zone NB-01 (Westhinder) 51 28,85 N 2 44,92 E 51 26,75 N 2 44,92 E 51 26,75 N 2 35,52 E 51 28,85 N 2 35,52 E This area is used throughout the entire year by different types of vessels of the Belgian Navy for individual or group practice. The area is used in particular by mine sweeping vessels as deep water zone for the use of sonar, remotely controlled underwater vehicles and divers. Note: most vessel movements will extend themselves to the area described under article 1/ Zone NBH-10 (Wenduine) 51 20,55 N 2 55,42 E 51 18,55 N 2 55,12 E 51 18,65 N 2 53,52 E 51 20,65 N 2 53,82 E This area is used throughout the entire year by the minesweeping vessels of the Belgian Navy as well as those of other navies for mine sweeping practice. The area is particularly used by mine sweeping vessels as shallow water zone for the use of sonar, remotely controlled underwater vehicles and divers. Lastly, the area is also used as a testing and evaluation zone for mine detection systems.

222 221 Note: because of manoeuvrability characteristics and weather conditions the vessel movements will practically speaking extend themselves to a slightly wider area, situated between the approach of the port of Oostende and the Wenduine Bank. 3. Zone QZR ,12N 2 27,61E 51 17,21N 2 29,23E 51 18,51N 2 31,83E 51 19,86N 2 34,48E 51 20,66N 2 38,98E 51 20,14N 2 39,22E 51 19,34N 2 34,72E 51 18,13N 2 32,43E 51 16,79N 2 29,77E 51 14,89N 2 28,39E This area is isued as permanent practice area for NMCM-training. 4. Zone Outer Ratel 51 16,20N 2 30,40E 51 17,00N 2 29,50E 51 18,30N 2 32,10E 51 17,50N 2 33,10E This area is isued as permanent practice area for NMCM-training. _(Source: Ministerie van Defensie - Belgische Marine - COMOPSNAV d.d.27/11/2001 and Defensie Eguermin - Oostende - d.d. 16/10/2008) Notices to Mariners JANUARY 7th 2010

223 222 1/40 SPECIAL PROTECTION ZONES AND SPECIAL NATURE PRESERVE ZONES BaZ 1/ cancelled With the KB of October 14th 2005, 3 special protection zones and 2 special nature preserve zones have been set: 1. THE SPECIAL PROTECTION ZONES 1. a zone of 110,01km2 for Koksijde, named SBZ 1, beaconed by the baseline and a line that connects 5 points with the following coordinates: 51 06,72 N ,84 E 51 07,76 N ,32 E 51 12,56 N ,84 E 51 13,53 N ,06 E 51 08,92 N ,93 E 2. a zone of 144,80 km2 for Oostende, named SBZ 2, by the baseline and a line that connects 8 points with the following coordinates : 51 12,61 N ,43 E 51 14,28 N ,31 E 51 14,80 N ,28 E 51 21,30 N ,44 E 51 20,03 N ,40 E 51 17,74 N ,39 E 51 16,18 N ,12 E 51 14,76 N ,48 E

224 a zone of 57,71 km2 for Zeebrugge, named SBZ 3, by the baseline and a line that connects 6 points with the following coordinates : 51 19,47 N ,63 E 51 20,67 N ,79 E 51 21,73 N ,00 E 51 23,85 N ,38 E 51 22,70 N ,08 E 51 21,09 N ,33 E The following activities are forbidden within the special protection zones: civilian construction activity industrial activity activity by commercial or advertising companies In SBZ 1 and «SBZ 2» the following activities are forbidden in the period of December 1st up to March 15th: the practicing with helicopters at a height of less than 500 ft the passage of high speed vessels, barring in extraordinary circumstances (a vessel with a maximum speed capacity equal or higher than 3,7.a 0,1667 m/s or 7,193.a 0,1667 kts with a = the water displacement that corresponds with the design water line (m3)) water sports competitions Notices to Mariners JANUARY 7th 2010

225 THE SPECIAL NATURE PRESERVE ZONES Two special nature preserve zones have been set in the sea areas, namely: 1. A zone of 181 km2, named «Trapegeer Stroombank gebied», beaconed by the baseline and a line that connects 4 points with the following coordinates: 51 05,57 N ,54 E 51 08,20 N ,24 E 51 16,70 N ,46 E 51 14,31 N ,03 E The following activities are forbidden in the special nature preserve zones: civilian construction activity industrial activity activities by commercial or advertising companies the dumping of spoils and inert natural materials The positions are in WGS84 and were converted where necessary. _(Source: Belgisch Staatsblad d.d.31/10/2005 pp e.v.) 1/41 SPORTS DIVING AND RECREATIONAL DIVING AT SEA - PROCEDURES BaZ 1/ cancelled 1. The procedures mentioned in this message apply to vessels, including pleasure vessels, that have sports divers or recreational divers aboard, and that wish to enter waters that fall under Belgian sovereignty, including the territorial sea and the Exclusive Economic Zone.

226 225 The regulations in this message remain in full force, the other international, national or local regulations that apply notwithstanding. 2. The reports mentioned in this message must be addressed to the MRCC. The reports will happen : either on VHF, channel 9 telephonically, on the number 32 (0) The vessels must report to the MRCC before sailing from port, or, if possible, before entering the waters that fall under Belgian sovereignty: the name of the vessel whether the vessel is sailing or sailing out with divers aboard the number of divers aboard the diving area. 4. When arriving at the diving area, the vessel must report: that the ship has arrived how many divers will enter the water the expected time that each diver will spend in the water. 5. Upon ending the diving activities the vessel will report that all divers are back aboard. 6. In the event of successive diving sessions the abovementioned instructions must be followed for every diving session. 7. The vessel will report when the diving activity has ended. _(Source: MDK Afd. Scheepvaartbegeleiding - d.d.22/05/2006) Notices to Mariners JANUARY 7th 2010

227 226 INDEX ABBREVIATIONS The most important abbreviations used in the BaZ: (for the abbreviations on the charts we refer you to the brochure Signs and Abbreviations ). AAN acc art avis aux Navigateurs antwerp Coordination Centre article BA BaZ BB blz Br BS competent Authority Berichten aan Zeevarenden (Notices to Mariners) Port bladzijde(n); page(s) British Belgian Statute Book Cdt. cm cil CVL CTN CZV commandant centimeter cylinder Traffic Control Flushing Traffic Control Terneuzen Traffic Control Zandvliet DBZ DGPS dm Dir. Dringende Berichten aan Zeevarenden (urgent notices to mariners) Differential Global Positioning System decimeter director E east(ern) ED50 european Datum 1950 EEZ exclusief Economische Zone

228 227 ECDIS ecs ENC ETa ETD ETs Electronic Chart Display and Information System electronic Chart System electronic navigational chart estimated time of arrival estimated time of departure estimated time of sailing gem. GB GPS GHA GLLWS GMDSS GMT GNA Gr average Gemeenschappelijke bekendmaking (Common announcement) Global Positioning System Gemeentelijk Havenbedrijf Antwerpen Mean Lower Low Water Springs (MLLWS) Global Maritime Distress Safety System Greenwich Mean Time Gemeenschappelijke Nautische Autoriteit Greenwich h H Hor HW HWS Hyd hour Mean Lower Low Water Springs horizontal High Water High Water Springs hydrography IALA ICS IHO ISPS IMO INT International Association of Lighthouse Authorities International Chamber of Shipping International Hydrografic Organisation International Ship and Port Facility Security International Maritime Organisation international K KB canal Koninklijk Besluit (Royal Resolution) Notices to Mariners JANUARY 7th 2010

229 228 kard khz km krt(n) cardinal kilohertz kilometer chart(s) LAT lat Ldw LES Ll LLWS LNG LOA LT LW LWS Lowest Astronomical Tide lateral Loodswezen (Pilotage Services) Land Earth Station list of lights Lowest Low water Springs Liquified Natural Gas - length over all - remote pilotage local time Low Water Low Water Springs m MARPOL MB MBZ MDK MET MHz MRCC MSC meter International Convention for the Prevention of Pollution from Ships Ministerial Resolution Maatschappij van de Brugse Zeevaartinrichtingen agentschap voor Maritieme Dienstverlening en Kust (Agency for Maritime Services and Coast) central European Time (CET) Megahertz Maritime Rescue and Coordination Centre Mediterranean Shipping Company N NAVTEX NCAGS Ned north(ern) Navigational Telex Naval Cooperation And Guidance Of Shipping The Nederlands/Dutch

230 229 NMCM Nr(s) NTM Naval Mine Counter Measures number(s) notice(s) To Mariners OST oostende Radio (P) PA PD PEC pos PRA PSSA Pt PRA preliminary notice(s) to mariners approximate position uncertain position Pilot Exemption Certificate position Pollution Response Area Particularly Sensitive Sea Area point Pollution Response Area Rarefl radar reflector Rare radar reflector RCC Rescue Coordination Centre RCZB Radar Control Zeebrugge Refl Reflector RENC Regional Electronic Navigational Chart Coordination centre RNC Raster Navigational Chart RTA Requested Time of Arrival ; RTD Requested Time of Departure; RVGZ Regulations for the transport of dangerous cargoes on board commercial vessels RWHS red and white horizontally striped RWVS red and white vertically striped RWS Rijkswaterstaat RYCO Royal Yacht Club Oostende RZHS red and black horizontally striped Notices to Mariners JANUARY 7th 2010

231 230 S s SAR SB SB SB SBZ SID SNMS SOLAS sp SPs st Stb sub south(ern) seconde (time unit) search and Rescue starboard Belgian Statute Book afdeling Scheepvaartbegeleiding / Shipping assistance Division speciale Beschermingszone schelde Inlichtingen Dienst (Scheldt Information services) Scheldt Navigator Marginal Ships Safety of Life at Sea sharp standard Positioning Service blunt Dutch Statute Book under (T) tel tgm temporary BaZ telephone message telegram message UHF UKHO UKZ URS UTC Ultra High Frequency United Kingdom Hydrographic Office Zelzate Lookout Unie van Reddings- en Sleepdiensten Universal Time Coordinated vert VBS VHF vm VVS vt vertically verkeersbegeleidend systeem Very High Frequency vadem traffic division system feet

232 231 VTS-SM VTS-A Vessel Traffic Services Schelde en haar Mondingen Vessel Traffic Services - Antwerp W west(ern) WEND World-wide Electronic Navigational chart Database WESP Western Scheldt Planner WETREP West European Tanker Reporting System WGS84 World Geodetic System 1984 WL Waterbouwkundig Labo zgn zm so-called nautical miles Notices to Mariners JANUARY 7th 2010

233 232 NOTA S

234 AFDELING KUST

235 Marifoonblokindeling VTS-Scheldegebied VERSIE 2.0 Klare taal op ieder kanaal MELDINGSPLICHT EN BEREIKBAARHEIDSPLICHT voor ALLE BEROEPSVAART op de VERKEERSKANALEN BEREIKBAARHEIDSPLICHT voor RECREATIEVAART MET VHF-INSTALLATIE AAN BOORD op de VERKEERSKANALEN MELDINGEN BEROEPSVAART IN HET VTS-SCHELDEGEBIED Inkomend vanuit zee: Vertrekkend uit een haven, van een steiger, kaai of ankerplaats in het VTS-Scheldegebied: Bij passage van een blokgrens: Afhankelijk van de richting vanwaar u komt, meld u 1/2 uur vóór aankomst in het VTS-gebied en dit op het verkeerskanaal van het eerste blok dat u aandoet. Meld u op het daar geldende verkeerskanaal (tenzij anders aangegeven in deze folder) vooraleer deel te nemen aan de verkeersstroom. Meld u steeds aan in het volgende blokgebied, altijd op het verkeerskanaal. Afmelden is overbodig. Bestel de nieuwe folder: info@vts-scheldt.net Inhoud melding: scheepsnaam positie diepgang bestemming ETA loodsstation Inhoud melding: scheepsnaam positie diepgang geplande route bestemming voor binnenvaart: aantal kegels AANDACHTSPUNTEN Inhoud melding: scheepsnaam positie geplande route (waar verschillende trajecten bevaren kunnen worden) De voertaal is Nederlands of Engels. Het Gemeenschappelijk Nautisch Beheer is een verdragsrechtelijke samenwerking tussen de Vlaamse en Nederlandse overheid en staat in voor veilig en vlot scheepvaartverkeer in het Scheldegebied. Maak duidelijke verkeersafspraken rechtstreeks met de verkeersdeelnemers. Roep een ander schip steeds met de scheepsnaam of met de positie en/of bewegingsrichting aan. 1

236 Wandelaar approach VHF 60 traffic centre Wandelaar pilot Wandelaar VHF 65 traffic centre Zeebrugge VHF 69 h10 traffic centre Steenbank pilot Steenbank VHF 64 centrale Vlissingen VHF 14 h50 centrale Terneuzen VHF 03 centrale Hansweert VHF 65 VERKEERSKANALEN (bereikbaarheidsplicht) Verkeersafspraken schip-schip. Verkeersinformatie algemeen. Loodsen Op Afstand. Verplichte meldingen. radar Zeebrugge VHF 04 h15 traffic centre Steenbank VHF 64 radar Vlissingen VHF 21 h55 radar Terneuzen VHF 03 radar Hansweert VHF 65 RADARKANALEN Navigatie assistentie (radar informatie). Wanneer geen haveninformatiekanaal beschikbaar. Haveninformatie GEBRUIK STEEDS HET JUISTE KANAAL VOOR UW GESPREK 51 23, 60N , 20E N Twin Fairybank Grens België-Frankrijk 51 25, 95N , 50E Oostdyck 51 28, 75N , 00E Wandelaar Middelkerke Bank NIEUWPOORT Westende OOSTENDE EXTRA MELDING ALLE BEROEPSVAART Bij het verlaten van de havens in dit blok, bij anker-op komen en ontmeren van een ligplaats/steiger vooraleer deel te nemen aan de verkeersstroom , 00N , 38E 51 34, 60N , 38E NE Akk VG6 S2 A1bis Obst 14 Steenbank Westpit ZEEBRUGGE radar control Zeebrugge VHF 19 SBO OG17 OG8 VLISSINGEN W4 W5 BRESKENS radar Vlissingen VHF 21 vóór de havenmonding centrale Vlissingen VHF 14 SLOE centr. Terneuzen VHF 03 boei 22 Dow jetty HANSWEERT MG2 E2A A WALS OORDEN Zuid Saeftinge TERNEUZEN Zelzatebrug centr. Hansweert VHF 65 ZG /SvW boei 45 MG17 EXTRA MELDING ALLE BEROEPSVAART Bij het verlaten van de havens, bij anker op komen en ontmeren van een ligplaats/steiger vooraleer deel te nemen aan de verkeersstroom. EXTRA MELDING ALLE BEROEPSVAART Bij het verlaten van de verkeersstroom ANTWERPEN VERKEERSKANAAL (bereikbaarheidsplicht) Verkeersafspraken schip-schip. Verkeersinformatie algemeen. Verplichte meldingen. havendienst Terneuzen uitkijk Zelzate havendienst Gent VHF 11 VHF 11 h0 GENT L E G E N D E h10 Nederlandstalig Schelde Scheepvaartbericht met algemene info. Om het uur aantal minuten. h15 WINTAM kaartje niet voor navigatiedoeleinden Engelstalig Schelde Scheepvaartbericht met algemene info. Om het uur aantal minuten. Volgt na het Nederlands bericht op ander kanaal zoals opgegeven. 2

237 Opgepast! kaartje niet voor navigatiedoeleinden GEBRUIK STEEDS HET JUISTE KANAAL VOOR UW GESPREK Maak het onderscheid tussen: - kanaal VHF 12 VERKEERSKANAAL - kanaal VHF 85 PORT OPERATIONS KANAAL - kanaal VHF 81 kanaal voor niet-nautische informatie tussen binnenvaart TERMINAL KANAAL BINNENVAART EXTRA MELDINGEN ZEEVAART zeevaart meldt zich voor vertrek (= voor het losgooien) op kanaal VHF 85 Inhoud melding: Scheepsnaam Positie Diepgang Bestemming Eventuele manoeuvres Opvarend naar Antwerpen: Boei 35 Boei 65 Zuid Saeftinge melden op kanaal VHF 12 Inhoud melding: Scheepsnaam Positie WALS- OORDEN N radar Waarde VHF radar Saeftinge VHF 21 Zuid Saeftinge centrale Zandvliet VHF12 radar Zandvliet VHF 04 SID Antwerpen VHF h radar Kruisschans terminal kanaal binnenvaart VHF 81 VHF 66 ANTWERPEN schip-schip VHF10 Bovenwaarts boei 100: - is de bereikbaarheidsplicht op het schip-schip kanaal VHF 10 - is er geen actieve monitoring door de verkeerscentrale - is er geen walradar-dekking - zeevaart: verplichte melding aan de scheepvaart opvarend boei 116, afvarend boei 111 op kanaal VHF 10 VERKEERSKANAAL (bereikbaarheidsplicht) Verkeersafspraken schip-schip. Verkeersinformatie algemeen. Verplichte meldingen. RADARKANALEN Navigatie assistentie (radar informatie). PORT OPERATIONS KANAAL Informatie, zowel op initiatief van schip als VTS-centrale. Sluisinformatie. TERMINAL KANAAL BINNENVAART Niet-nautische informatie tussen binnenschepen onderling betreffende laad/los volgorde, ligplaats, etc... Dit kanaal wordt niet gemonitord door de VTS-centrale. 3

238 OPGEPAST: GEEN VTS-SCHELDEGEBIED KANALEN HAVENKANALEN SLUISKANALEN WERKKANALEN ZEEVAART kaartje niet voor navigatiedoeleinden VLISSINGEN HAVENSCHAP HANSWEERT NOORDZEETERMINAL EUROPATERMINAL VLISSINGEN SLOEHAVEN VHF 18 VHF 09 VHF 22 VHF 06 VHF 06 ZANDVLIET VHF 79 VHF 06 DEURGANCKDOK VHF 61 BERENDRECHT CONTACTGEGEVENS VTS-SCHELDEGEBIED Verkeerscentrale Zeebrugge Tel: 32 (0) Fax: 32 (0) Verkeerscentrale Vlissingen Tel: 31 (0) Fax: 31 (0) NIEUWPOORT VHF 09 N OOSTENDE MERCATORSLUIS SLUIS DEMEY VISSERSSLUIS OOSTENDE VHF 09 VHF 14 VHF 10 VHF 20 ZEEBRUGGE VHF 71 VHF 78 ZEEBRUGGE VANDAMME SLUIS VHF 68 GENT TERNEUZEN WEST VHF 06 VHF 06 TERNEUZEN MIDDEN VHF 06 VHF 06 TERNEUZEN OOST VHF 18 VHF 18 CENTRALE SLUISORGANISATIE TERNEUZEN VHF 69 WINTAM VHF 68 VHF 06 BOUDEWIJN VHF 71 VHF 08 KALLO vhf 28 VHF 08 ROYERS VHF 22 ANTWERPEN COÖRDINATIE CENTRUM VHF 18 MELDPUNT SCHELDE NOORD VHF 60 VAN CAUWELAERT Schelde Coördinatiecentrum Tel: 31 (0) (0) Fax: 31 (0) (0) gna-scc@vts-scheldt.net Verkeerscentrale Terneuzen Tel: 31 (0) Fax: 31 (0) vts-terneuzen@vts-scheldt.net Verkeerscentrale Hansweert Tel: 31 (0) Fax: 31 (0) vts-hansweert@vts-scheldt.net Verkeerscentrale Zandvliet Tel: 32 (0) Fax: 32 (0) vts-zandvliet@vts-scheldt.net Uitkijk Zelzate Tel: 32 (0) Fax: 32 (0) graphic design: to the point 32 (0) MEER INFO? info@vts-scheldt.net HYDRO-METEO INFO: marifoonnet Belgische binnenwateren 4