Port of Antwerp

PORT INSTRUCTIONS
Harbourmaster's Office
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Table of contents
1. GENERAL INSTRUCTIONS ................................................................................................ 5

1.1 CONTACT DETAILS................................................................................................................ 5
1.2 PORT AREA MAP.................................................................................................................. 7
2. PROVISIONS RELATING TO ORDER, SECURITY AND ENVIRONMENTAL PROTECTION ..... 8
2.1 GENERAL INSTRUCTIONS ...................................................................................................... 8
2.1.1 Mandatory certificates ................................................................................................. 8
2.1.15 Heaving lines ............................................................................................................ 10
2.1.21 Discharge .................................................................................................................. 11
2.1.24 Lay-up of seagoing ships ......................................................................................... 13
2.1.25 Remotely Piloted Aircraft System (RPAS) ............................................................... 15
2.2 ACCESS TO THE PORT AND PRESENCE OF PERSONS AND COMPANIES IN THE PORT AREA ..................... 16
2.2.1. Access to work area of locks .................................................................................... 16
2.2.3 Access for emergency services to companies in the port ....................................... 17
2.2.4.1 ISPS port facilities .............................................................................................................. 19
2.2.4.2 Access measures ............................................................................................................... 22
2.3 VARIOUS ACTIVITIES ................................................................................................................. 27
2.3.1 Floating activities........................................................................................................ 27
2.3.2 Boat trips..................................................................................................................... 28
2.3.4 Water sports ............................................................................................................... 32
3. INSTRUCTIONS RELATED TO SHIPPING ............................................................................ 33
3.1 GENERAL INSTRUCTIONS .......................................................................................................... 33
3.1.1. Notification of seagoing vessels ............................................................................... 33
3.1.2 Barge report ................................................................................................................ 42
3.1.4 Mandatory use of marine radio communications equipment ................................. 45
3.1.5 Detection systems ...................................................................................................... 47
3.1.6 Signals at the locks .................................................................................................... 50
3.1.7 Priority rules ................................................................................................................ 55
3.1.8 Precautionary areas ................................................................................................... 56
3.2 BERTHS ................................................................................................................................. 57
3.2.2 Berthing in the vicinity of locks and bridges ............................................................. 57
3.2.3 Proper mooring ........................................................................................................... 58
3.2.6 Maximum mooring width and stern-to mooring ....................................................... 59
3.2.7 Safe mooring .............................................................................................................. 61
3.2.11. Crew and passenger list ......................................................................................... 62
3.3 LOCKS ................................................................................................................................... 63
3.3.3. Slots............................................................................................................................ 63
3.4 BRIDGE CHANNELS .................................................................................................................. 64
3.4.1 Bridge signals with exception of the Petroleum channel ......................................... 64
3.4.2 Petroleum channel signals ........................................................................................ 65
3.4.3 Signals Lillo bridge, Noordkasteel bridges................................................................ 66
3.4.4 Passage requirements ............................................................................................... 71
3.6 MANDATORY USE OF BTS ......................................................................................................... 73
3.6.1 BTS .............................................................................................................................. 73
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3.7 SAFETY REQUIREMENTS FOR BUNKERING .................................................................................... 77
3.7.1.3 Requirements for the calibration of measuring equipment on board tankers ............... 77
3.7.1.4 Fuel Inspection ................................................................................................................... 78
3.7.1.5 Mobile bunkering ............................................................................................................... 80
3.7.2 Requirements for bunkering LNG.............................................................................. 82
3.8 CONDITIONS FOR DIVING OPERATIONS, REPAIRS, BLASTING AND PAINTING WORK .............................. 95
3.8.1 Diving operations on vessels and floating structures .............................................. 95
3.8.2 Diving operations required for inspection and/or repair of port infrastructure ... 100
3.8.3 Repairs to ships and above-water floating structures ........................................... 103
3.8.4 Repairs to port infrastructure above water ............................................................ 106
3.8.5 Blasting and painting work on steel structures on the front quay ........................ 109
3.8.6 Immobilisation of vessels......................................................................................... 111
3.9. SHORE POWER SUPPLY.......................................................................................................... 112
3.9.1 Shore power .............................................................................................................. 112
3.10 COLLECTION OF WASTE ........................................................................................................ 113
3.10.1.Collection of waste from inland navigation vessels ............................................. 113
3.10.2. Collection of waste from seagoing vessels.......................................................... 117
3.12. CONDITIONS FOR FUMIGATION OF SHIPS ................................................................................ 119
3.12.1 Fumigation and disinfection on board ships in the port ...................................... 119
3.13. CONDITIONS FOR TANKERS AND TANK BARGES................................................................ 121
3.13.1 Tankers ................................................................................................................... 121
3.13.2 Tank barges ............................................................................................................ 123
3.13.4 Entrance to Marshall Dock .................................................................................... 125
3.13.9 Activities on board of tankers ................................................................................ 126
3.13.11 Direct ship-to-ship transfer (DT) .......................................................................... 129
4. PROVISIONS RELATING TO GOODS STORAGE AND HANDLING .................................... 133
4.1 GENERAL INSTRUCTIONS ........................................................................................................ 133
4.1.2 Handling and storage of solids or liquids in bulk ................................................... 133
4.1.3 Handling of solid bulk goods.................................................................................... 135
4.1.6 Damaged packaging or container ........................................................................... 143
4.2 GENERAL CONDITIONS FOR STORAGE OF DANGEROUS AND CONTAMINATED GOODS ......................... 149
4.2.3 Internal emergency response plan.......................................................................... 149
4.2.4. Declaration of dangerous goods ............................................................................ 156
4.2.4.1 Required training ............................................................................................................. 186
4.2.5 Packaged dangerous goods .................................................................................... 189
4.2.7 Deviations, exceptions ............................................................................................. 207
4.2.9 Segregation regulations for packaged dangerous goods ...................................... 208
4.3 PARTICULAR CONDITIONS FOR THE HANDLING OF DANGEROUS GOODS AND POLLUTING GOODS ON FRONT
QUAYS ........................................................................................................................................ 211
4.3.1 Short-term storage on front quays .......................................................................... 211
4.3.2 Reporting for goods on front-quays ......................................................................... 212
4.3.2.1 Use of electronic messages ............................................................................................ 212
4.3.2.2 Use of inventory lists ........................................................................................................ 212
4.4 PARTICULAR CONDITIONS FOR THE HANDLING AND STORAGE OF DANGEROUS AND CONTAMINATING GOODS
AT TRANSIT STORAGE FACILITIES IN BACK AREAS................................................................................ 214
4.4.1. CFS accreditation ....................................................................................................214
4.4.2. Reporting for container freight stations ................................................................. 218
4.4.4 Conditions for transit storage facilities in back areas other than CFS .................219
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4.4.5 Reporting for back areas other than CFS ............................................................... 222
4.5 PARTICULAR CONDITIONS FOR THE HANDLING AND STORAGE OF TECHNICALLY PURE AMMONIUM NITRATE
AND EQUIVALENT MIXTURES ........................................................................................................... 223
4.5.1. Types of ammonium nitrate .................................................................................... 223
4.5.6. Mandatory fire watch service ................................................................................. 225
4.6 SPECIAL CONDITIONS FOR THE HANDLING AND STORAGE OF HIGHLY TOXIC GASES............................ 231
4.6.1 Highly toxic gases ..................................................................................................... 231
4.6.5 Loading or unloading of more than 100 kg net ..................................................... 233
4.8 SPECIAL CONDITIONS FOR THE HANDLING AND STORAGE OF EXPLOSIVES........................................ 234
4.8.1. Maximum allowed quantities of explosives ........................................................... 234
4.9 SPECIAL PROVISIONS FOR THE HANDLING OF SECOND HAND VEHICLES .......................................... 241
4.9.4 Checking of conditions for second hand vehicles .................................................. 241
4.9.7 Rejected second hand vehicles ............................................................................... 242
4.9.9 Additional cargo ........................................................................................................ 244
4.10 SPECIAL PROVISIONS FOR THE FUMIGATION OF GOODS .............................................................. 245
4.10.2 Recognition............................................................................................................. 245
4.10.4 Fumigation procedure............................................................................................ 247
5.1. PILOTAGE ............................................................................................................................ 249
5.1.3.2 Exemption from pilotage requirement ............................................................................ 249
5.2. MOORING AND UNMOORING ................................................................................................... 252
5.2.4.2 Mooring or unmooring by crew .................................................................................. 252
5.3. TOWAGE .............................................................................................................................. 253
5.3.5 Specific provisions for harbour users ..................................................................... 253
5.4. FIGHTING OIL SPILLS ............................................................................................................. 254
5.4.3.1 Provisions for containment and clean-up measures in case of oil spills ................ 254
5.5. BUNKERING ......................................................................................................................... 266
5.5.1 Bunkering permits .................................................................................................... 266
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1. GENERAL INSTRUCTIONS
1.1 CONTACT DETAILS
Contact point for the duty of notification of masters and port users and the reporting of sunken
and/or obstructing vessels or items:
DWW_SVM@portofantwerp.com
Tel: +32 3 229 67 33
Notifications:
DWW_SVM@portofantwerp.com
Tel: + 32 3 229 67 33
All applications for permits in these port instructions must be made during office hours to the
following address, unless expressly stated otherwise in the relevant port instruction. For
notifications outside office hours, the above-mentioned address shall be used.
Permits:
Toelatingen.HKD@portofantwerp.com
Tel: + 32 3 229 68 00
Contact details
Subject Email Phone

Martens Cleaning: +32 3 229
Waste collection 73 33
VHF 82
Waste collection
Milieu@portofantwerp.com +32 3 205 24 00 (office hours)
information
ACC (Antwerp Traffic controller: +32 3 229 71
Coordination Centre) 23
In extreme emergencies:
Helpdesk APICS 2 apics@portofantwerp.com +32 3 229 72 00
Fax: +32 3 205 20 22
Nautical commission Info@naucom.be +32 3 644 01 00
Marine VHF radio
See Port Instruction 3.1.4.
channels
Fire watch for Brabo: +32 3 543 97 70
ammonium nitrate FPS: +32 3 653 27 02
RB fire service for
>100kg net highly Bw_pn_seinkamer@stad.antwerpen.be +32 3 561 03 50
toxic gases
LB fire service for
>100kg net highly brandweer@beveren.be +32-3-750 14 50
toxic gases
ISPS portsecurity@portofantwerp.com
Implications of boat
havenrechten@portofantwerp.com
trips on quay surface
Incident registration averijen@portofantwerp.com
Requirement to
contrgg@portofantwerp.com +32 3 205 21 70
declare DG – new
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code for forwarders
Declaration of DG
Gevaarlijke.goederen@portofantwerp.com +32 3 205 21 70
extension
Reporting goods on
contrGG@portofantwerp.com +32 3 205 21 70
front quays
Inventory list CFS contrgg@portofantwerp.com +32 3 205 21 70
Rejected vehicles Geweigerdevoertuigen@portofantwerp.com
Notification of
planned bunkering Toelatingen.HKD@portofantwerp.com
operations
Slots slotaanvraag.linkeroever@portofantwerp.com
Dock master +32 3 205 22 55
calamities +32 491 71 77 66
Service provider oil
www.brabo.com
calamities
Cedre list
www.cedre.fr/en/response/dispersant.php
dispersants
Site GHA www.portofantwerp.com
City Harbour stadshavendienst@stad.antwerpen.be +32 3 338 93 14
HMO/STM –
Harbourmaster’s
Secretariaat-SVM@portofantwerp.com +32 229 71 00
office/Shipping
traffic management
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1.2 PORT AREA MAP
See definition “port area” in the Municipal Port Police regulation.
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2. PROVISIONS RELATING TO ORDER, SECURITY AND ENVIRONMENTAL PROTECTION
2.1 GENERAL INSTRUCTIONS

2.1.1 Mandatory certificates
Additional conditions for vessels staying in the Port of Antwerp
Stationary vessels (not sailing): if the vessel does not meet the conditions of art. 2.1.1 of the
MPPR, the following conditions must be met.
Conditions:
Within 2 years after expiry of the condition in art. 2.1.1 of the MPPR, or after the last underwater
inspection accepted by the Harbourmaster, the owner must:
 have a dry inspection carried out:

by a recognised agency, involving the dry-docking of the vessel. During this inspection, the
underwater section must be cleaned and the plate thickness measured.
 have an ultrasonic measurement carried out by a recognised expert:
An ultrasonic measurement must be carried out every year.

For a measurement by a recognised expert using an ultrasonic or equivalent system, it shall
be possible to properly measure the ship's side and in any case the area between water and
wind on both sides of the ship. For this, the ship must be swung or an equivalent technique
used, enabling the diver to fully measure both sides of the ship.
General:
This measurement should show that the plate thickness is at least 3.8 mm. For seagoing vessels
of more than 1,000 GT (or GRT), the min. plate thickness is 4.2 mm. Any recommendations from
the inspection agency must be strictly and immediately be adhered to.
Dry-docking and inspection must be repeated at least every 8 years.
Where the plate thickness for non-maritime vessels appears to be more than 4 mm, and 4.5 mm
for seagoing vessels, the next inspection can be postponed by 2 years (for dry-docking or for
ultrasonic measurements).
Wooden ships or vessels made of any material other than steel or iron:
These ships or vessels must be inspected by an expert, recognised by the Harbourmaster, who
will determine, based on the inspection results, when a new inspection has to be carried out.
Regardless of the foregoing, any vessel must undergo dry inspection and maintenance 15 years
after expiry of the last valid certificate.
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A person in charge of the vessel must be reachable at all times. A list of these persons and their
contact details must be submitted to the Harbourmaster's Office.
The permit for staying in the port expires when the vessel no longer meets the above conditions. It
must then immediately leave the port.
Guarantee:
The owner of the vessel must provide a financial guarantee in favour of the Port Authority (by
means of a bank guarantee or insurance to be taken out in favour of the Port Authority) up to the
amount specified by the Financial Department as cover for any salvaging costs.
Exception:
Stationary vessels to be sold or repaired may apply to the Harbourmaster for postponement of
compliance with this requirement. Such application for postponement must be submitted in
writing. The maximum period of postponement is 6 months.
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2.1.15 Heaving lines
Prior to throwing the heaving line, the crew shall notify the boatsmen on the lock plateau by
means of an audible signal.
The end of a heaving line may only be weighted by means of a knot made of rope or similar
material in terms of weight and softness. Any other weighting by means of iron, cement, shackle,
and the like is strictly forbidden. Such items shall be cut off and handed over to the
Harbourmaster who will deal with them accordingly.
Each mooring line used in the lock must be individually fitted with a strong heaving line in good
condition.
Vessel beam Heaving line diameter Heaving line minimum length
< 40m 10 mm 30 m
> 40m 10 mm 50 m
Ships with very heavy hawsers or steel cables must also provide for a messenger.
Vessel beam Messenger diameter Messenger minimum length
< 40m 20 mm 30 m
> 40m 20 mm 50 m
Heaving lines must remain attached to the mooring lines during the stay in the lock, so that the
winches on the quay can be used for the smooth unmooring of the ship.
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2.1.21 Discharge
Plugging of scuppers
All scuppers on board of tankers and tank barges (excl. LNG tankers) provided with spill edges
must be plugged prior to the start of loading and/or unloading of dangerous and/or
contaminating goods.
Scuppers need not be plugged when loading and/or unloading dangerous goods with the
following properties:
 corrosive
 hydrocarbons with flashpoint <0°C or boiling point <35°C
Accumulated non-polluted water on deck must be discharged by leaving one scupper open on
each side (port and starboard). This scupper is provided with a device so that it can be closed
immediately.
Oily or polluted water on deck may not flow overboard but must be discharged into a
wastewater or slop tank or any other suitable container.
Plugging of drain pipes on sites

All concessionaires must take measures to prevent contaminating product from flowing from
the quay to the dock water in the event of a calamity.
For renovation or construction work, the concessionaire must take measures to ensure a
closed circuit system that flows to a water treatment facility. If necessary, emergency shut-off
valves are to be installed on the sewage system connected to the dock water.
The concession terms and conditions (building permit) shall apply to all concessions.
"Scheduled" discharge
Discharges of liquids into surface water, other than those for which an environmental permit
(or environmental permit for the operation of a classified establishment or activity) was
issued, or that were exempted from the (environmental) permit requirement, are in principle
prohibited. They are permitted only with the prior written permission from the Harbourmaster
who will grant such permission only upon submission of an analysis report drawn up by a
laboratory accredited by the Flemish government or by an in-house laboratory based on a
method approved by an accredited environmental water expert, showing that the discharge
water meets the following conditions:
 pH value between 6.5 and 9

 COD (Chemical Oxygen Demand) max. 30 mg/l
 Suspended solids max. 60 mg/l
 Apolar hydrocarbons max. 5 mg/l
 Contains no oils, fats or other floating materials in such quantities as to allow a
floating layer to be identified unambiguously.
The values for COD and suspended solids may be increased according to the values of the
dock water volume, to be demonstrated on the basis of an analysis report of said dock
water volume.
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The last 25% of the quantity in each tank must be discharged during daylight hours. If the
last 25% of a tank is pumped over into (an)other tank(s), the entire content of such
(collecting) tank(s) must be discharged during daylight hours. The dock master shall be
notified in due time of the discharge operation, so that it can be monitored.
If the above conditions are not satisfied, discharge water shall be subject to authorisation
from the authority issuing the environmental permit (or environmental permit for the
operation of a classified establishment or activity) or the supervisory authority, or shall be
transported to an accredited treatment facility.
The Harbourmaster's Office may impose additional conditions at any time.
Discharge of domestic wastewater from seagoing ships
a) In the left and right bank docks:

- Prohibited
b) At berths on the Scheldt and in the Deurganck Dock:

Discharge of domestic wastewater by seagoing ships is permitted only if all of the
following conditions are met:
 The domestic wastewater has been treated by a water treatment facility that meets
the provisions of MARPOL IV and the guideline for the implementation of effluent
standards and performance tests for water treatment facilities of 2006
(MEPC.159(55)). The discharge of domestic wastewater that does not meet the
effluent standards of MEPC.159(55) is not permitted.
 The discharge does not leave any visible traces.
 No waste or other wastewater is mixed with the domestic wastewater.
 The relevant IMO certificate for approved water treatment facilities "IMO Certificate
of Type Approval for Sewage Treatment Plants" must be available at all times for
submission to the HMO.
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2.1.24 Lay-up of seagoing ships
To obtain permission for the lay-up of a seagoing ship in the Port of Antwerp, the following
conditions must be met:
a) Warm lay-up: (partially) manned seagoing ship:
Specification of the estimated lay-up period.

Written permission of the concession where the ship will be moored.
Number of remaining crew members and rank in consultation with the HMO.
Written confirmation that the crew will be taken care of throughout the entire period:
wages paid, sufficient food, heating, fuel, maintenance products for accommodation and
machinery, etc.
Written confirmation that all harbour fees and other costs incurred by the ship during the
entire stay will be paid by the ship-owner/agency.
Planned mooring configuration in consultation with the HMO
All certificates and insurance policies of the ship must be valid throughout the entire stay
and must be submitted at the request of a representative of the HMO.
Health and safety:
Mooring lines must be regularly checked for tension and wear.

Emergency towing lines ready for immediate use must be provided fore and aft.
Anchors must be fully raised and secured.
Fire detection and control equipment on board must be operational and regularly checked
throughout the stay.
All rescue equipment must be operational and regularly checked throughout the stay
The back-up diesel generator must be regularly checked and started up weekly.
To prevent environmental pollution, all outboard valves must be regularly checked or
sealed in closed position. Pipes and tanks must be regularly checked for leaks.
Suitable means to allow safe boarding and unboarding must be present at all times.
Adequate lighting must be present at night.
On the waterside, the ship must be adequately illuminated at night, without causing
hindrance to passing vessels.
Safety inspection rounds of the ship must be conducted at regular intervals.
Oil/lubricant level of rotating machinery must be checked at regular intervals.
Crew must be in possession of the telephone numbers of emergency services and Chief
dock master.
The HMO must be in possession of the telephone numbers of contact persons on board
the ship.
Double bottoms (bilges) must be regularly checked for leaks.
Accommodation spaces must be regularly cleaned for public health reasons.
Shore power shall be used wherever possible.
ISPS: Access to the ship must always be checked or temporarily denied by raising the
gangway (e.g. at night).
The Harbourmaster's Office or other authorities shall at all times be granted access to the
ship to inspect the situation on board.
b) Cold lay-up: unmanned seagoing vessel:

Cold lay-up of seagoing ships is permitted only in exceptional cases.
Requests will be examined and evaluated on a case-by-case basis by the Harbourmaster.
If known, the lay-up period must be specified.

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Written permission of the concession where the ship will be moored.
Written confirmation of regular external inspection of the ship. The firm/persons in charge
of this inspection shall keep a logbook with comments of their inspection rounds.
Written confirmation that all harbour dues and other costs incurred by a third party to
ensure the safety of the ship or harbour will be paid.
Planned mooring configuration in consultation with the HMO. The ship must be moored in
such a way that it cannot break loose during a storm.
All certificates and insurance policies for the ship must be valid at the time of submitting
the request and must be submitted o the Harbourmaster prior to the 'cold' lay-up of the
ship.
The condition of cargo- and fuel tanks and holds to be submitted to the HMO. (The HMO
may impose additional safety conditions).
All outboard valves must be sealed in closed position.
All perishable foodstuffs and residues must be removed from board. Accommodation
spaces must be left in a clean condition. Where appropriate, the Harbourmaster may
require that cleaning is to be carried out by a specialist firm.
Rat shields must be attached to the mooring lines.
Emergency procedures must be established and submitted to the Harbourmaster's Office
with indication of the telephone numbers and email addresses of contact persons (24/7)
and actions to be taken by the owner/representative of the seagoing ship in the event of
emergencies (danger of sinking, fire, etc.).
Before the crew leaves the ship and all machinery is shut down, an assessment office
must be appointed at the expense and responsibility of the ship's stakeholders (ship
owner/agency) to assess and document the condition of the ship in a report to be
submitted to the Harbourmaster's Office.
The entrance to the accommodation must be locked, and the key deposited at a location
agreed by the parties, together with the HMO.
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2.1.25 Remotely Piloted Aircraft System (RPAS)
In the port area, only RPAS (drones) that comply with the conditions set out in RD 10/04/2016
may be used. The flights performed in the port area are Class 1A flights, i.e. flights with an
increased risk to third parties/property on the ground and aircraft in flight. Therefore, a specific
application should be submitted to DG Aviation for each flight in the port area.
Info on DG Aviation permissions: http://mobilit.belgium.be/nl/luchtvaart
In addition, each flight is subject to permission from the Harbourmaster.
To this end, the applicant should submit the application form HKD 42 for use of an RPAS in the
port to the HBO, together with the following information and documents:
- RPAS certificate of registration
- RPAS certificate of airworthiness
- Individual permission of DGLV for each flight in the port (incl. conditions/restrictions)
- Remote pilot licence
- Insurance certificate
- Permission of concessionaire/site owner
- Period
- Flight plan (on map)
- Risk assessment RPAS flight
- Purpose of the flight (description of the assignment)
- Contact details
The application for each flight should be submitted to the HMO at least 5 working days in
advance:
E. portsecurity@portofantwerp.com
Specific conditions
- The flight may only be carried out within the area authorised by DG Aviation and the
Harbourmaster.
- Permission of the concessionaire and/or site owner is required to fly over their site. When
flying over several sites, the permission of the respective concessionaires and/or site
owners is required.
- The applicant and the pilot are required to comply with the privacy legislation.
- When used for surveillance purposes, the aircraft must comply with the Camera Act.
- The RPAS may only be used during daylight hours, within line of sight and to a height of
300FT (92m).
- In the port area, it is not allowed to have visual control taken over by an observer who is in
contact with the pilot.
- The RPAS should not be used in poor weather conditions such as strong winds or other
conditions that might interfere with safe flying.
- A safe distance must be kept from cranes and other fixed and/or moving objects.
The Harbourmaster or another authority may at any time require the pilot to immediately land his
aircraft.
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2.2 ACCESS TO THE PORT AND PRESENCE OF PERSONS AND COMPANIES IN THE PORT AREA
2.2.1. Access to work area of locks
Access to the work area of the locks is permitted only after the vessel has been safely and
completely moored and after permission from the traffic manager on duty or his representative.
All documents (Alfapass, passports, etc.) required to justify one's presence in the work area of the
docks are only valid if used for professional purposes.
Persons recognised by the Antwerp Port Authority and holder of a passport issued by:
 Rivierloodsen DABL Loodswezen en Regio Scheldemonden
 Emergency services
 C.V. Brabo
 Unie van Redding en Sleepdienst (Towage and Salvage Union).
 Antwerp Towage
This list is not exhaustive and can be extended at any time.
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2.2.3 Access for emergency services to companies in the port
General
The regulation set out in this article of the Port Instructions apply only to companies located in
the Antwerp and Zwijndrecht emergency response zones. Companies located in the Waasland
emergency response zone shall follow the provisions as set out in the general police regulations
(Beveren).
Road access:
All facilities and quays on an enclosed site must be easily accessible 24/24 for the emergency
services via roads that meet the following requirements:
- minimum clear width: 6 m; or 8 m if the access road comes to a dead end over more than
30m; this width allows a person to cross a fire engine on a road between two obstacles
(e.g. walls);
- minimum turning radius: 11 m on the inside and 15 m on the outside provided there are
no obstacles within a distance of 1 m from the inside or outside of the turn;
- minimum clear height: 4 m;
- maximum gradient: 6%;
- load bearing capacity: such that vehicles with a maximum axle load of 13 t are able,
without sinking, to drive and park on the road, even if they deform the terrain, with the
possibility to carry simultaneously 3 vehicles of 15 ton.(especially important e.g. for the
upper plates of underground reservoirs or car parks);
- such that turntable ladders and aerial platforms can be positioned and erected. For this
purpose, any point of the road must be able to withstand the maximum generated
supporting forces: the max. supporting force of the aerial platform is 28 t over an area of
1377 cm2.
The Antwerp Fire Department may at any time require additional access depending on the
location.
Access to specific sites (container terminals, storage of dangerous goods, industry, Seveso
establishments, class 1 establishments (Vlarem), etc.) must be ensured at least by two
independent and preferably diametrically opposed entrances to the site, so that the latter can at
all times be approached upwind.
Derogations are possible in consultation with the prevention service of the Fire Department:
BZA.Preventie@Brandweerzone.Antwerpen.be
Roads for the emergency services shall be kept free of snow and ice at all times.
Opening of entrance gates

The entrance gates of each site must be identified with a unique number.
For urgent interventions access can be granted ,if necessary after verification with the control
room of the emergency services, according to one of the following procedures:
- Manned access: the gate is already open or is opened upon arrival of the Antwerp Fire
Department;
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- Automatic access: the gate is opened by remote control
- Any other system approved by the Antwerp Fire Department
Exceptional situations for cordoning off an entrance gate and/or passageway by means of
containers
Placing containers in front of a gate, in exceptional and temporary situations, is subject to prior
authorization of the Harbourmaster ‘s Office
If duly justified, permission may be granted in one of the following situations and provided no
main or redundant fire service entrance to the company or to another company is involved:
1. During renovation/repair works: while repairing a gate, reconstruction of a part of
the site or perimeter
2. When raising the security level: if an extra barrier is necessary when reducing the
number of access points.
3. For events: when justified by the risk assessment
Escape routes must remain clear at all times.
HMO contact point for changes to access and lay-out of site

Changes to the access and lay-out of sites must be reported to the relevant bodies.
For the Harbourmaster's Office this can be done via the following contact point:
portsecurity@portofantwerp.com
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2.2.4.1 ISPS port facilities
On July 1, 2004, the European regulation on ship and port facility security (the International Ship
and Port Facility Security Code) came into force. Under this Code, ISPS certified port facilities are
required to take adequate security and access measures.
In accordance with MPPR art. 2.2.4.1, each port user must comply with the ISPS security
requirements and the security and access measures applicable to ISPS certified port facilities
listed below.
Port facility Quay IMO-number

5de Havendok nv 371-373 BEANR-0490
5de Havendok nv divisie Samga 48-53 BEANR-0072
ADPO - Liefkenshoek Logistic Hub SPCN,SPCZ BEANR-0500
ADPO nv 1111-1131 BEANR-0002
Alca Petroleum SPPN BEANR-0003
Antwerp Bulk Terminal 95 93-99 BEANR-0084
Antwerp Dry Docks 403a-403b BEANR-0207
Antwerp Euroterminal nv 1331-1357 BEANR-0004
Antwerp Steinweg Terminal nv 125-133DD BEANR-0016
Antwerp Stone Terminal 1658 BEANR-0101
Antwerp Terminal and Processing Company 279-285 BEANR-0079
Arlanxeo Belgium nv 1009,SPO BEANR-0057
Associated Terminal Operators (ATO-Zomerweg) 348-400 BEANR-0489
BASF Antwerpen nv 709-775 BEANR-0009
Belgian New Fruit Wharf nv 188 184-198 BEANR-0012
Belgian Scrap Terminal 1197-1203 BEANR-0100
Boortmalt nv - Sobelgra 348-352 BEANR-0014
Cargill nv 506 BEANR-0017
CBR Cementbedrijf nv 1554 BEANR-0104
Commodity Centre Belgium 234-238 BEANR-0501
Covestro NV 507-513,517,525-529,541 BEANR-0010
Cruiseterminal Antwerpen S19a-19b-19c-20-21 BEANR-0019
DP World Antwerp Gateway 1700-1718 BEANR-0074
Euroports Containers 524 522-524 BEANR-0496
Euroports TA 54 54 BEANR-0096
Euroports Terminals Antw. nv - Div. Manufert 516-518 BEANR-0059
Euroports Terminals Antwerp nv 148-182 BEANR-0067
Euroports Terminals Leftbank nv 1205-1219 BEANR-0097
Evonik Degussa Antwerpen nv 611 BEANR-0020
ExxonMobil Petroleum & Chemical bvba 379-385,417-421,427-447 BEANR-0023
19
Gunvor Petroleum Antwerpen nv 661-665 BEANR-0011
HA Boudewijn- Van Cauwelaert sluis BEANR-0025
HA Kallosluis BEANR-0026
HA Kieldrechtsluis 1620 BEANR-0502
s13b-s29 (m.u.v. S18-S19/
HA Wachtkaaien BEANR-0042
S20-S21 en Ponton Van Dijck)
HA Zandvliet- Berendrecht sluis BEANR-0027
High 5 Recycling Group 91 BEANR-0488
Holcim België nv 130 BEANR-0053
Ico Roro Terminal 1309 1235-1309 BEANR-0202
IKO NV SPPN BEANR-0110
Independent Maritime terminals 242-246 BEANR-0203
Ineos Oxide nv SIO,SIW,SIM BEANR-0055
Ineos Phenol Belgium nv SPCN,SPCZ BEANR-0054
Inovyn Manufacturing Belgium NV 645-649 BEANR-0088
ITC Rubis Terminal Antwerp nv 1660-1662, ST1664-ST1670 BEANR-0208
Katoen Natie Terminals N.V. 345-363 345-363 BEANR-0001
Katoen Natie Terminals N.V. 1225-1233 1225-1233 BEANR-0087
Kuwait Petroleum Belgium nv SPPZ BEANR-0056
LBC Antwerpen nv 273-277 BEANR-0058
259/261/263/265/267A&B/
MAC² BEANR-0060
269/271/MAR-N/MAR-Z
Mexico Natie nv kaai 311 301-315 & 319-321 BEANR-0209
Mexico Natie nv kaai 740 740 BEANR-0506
Monument Chemical 1972,SHK BEANR-0021
MSC PSA European Terminal NV (Deurganck Terminal) 1724-1744 BEANR-0045
MSC PSA European Terminal NV (Terminal Oost) 1714-1718 BEANR-0504
NHS Churchill Terminal 416-430 BEANR-0384
NHS Stevedoring Steel Terminal 488-500 BEANR-0071
Noord Natie Terminals nv 225-253 BEANR-0066
Oiltanking Antwerp Gas Terminal nv 1177-1195 BEANR-0006
Oiltanking Stolthaven Antwerp nv 613-627 BEANR-0073
PSA Antwerp nv - Churchill Terminal 402-420 BEANR-0048
PSA Antwerp nv - Europa Terminal 851-869 BEANR-0052
PSA Antwerp nv - Noordzee Terminal 901-913 BEANR-0051
PSA Coil Terminal nv 502-504 BEANR-0049
S.C.R. - Sibelco nv 287 BEANR-0081
Saint Gobain Construction Products Belgium (Gyproc) 1602 BEANR-0503
Sallaum Terminal nv 330-344 BEANR-0385
SEA-Tank Terminal Antwerp nv - K300 254-256,300-312 BEANR-0211
SEA-Tank Terminal Antwerp nv - K405 405-415 BEANR-0204
SEA-Tank Terminal Antwerp nv - K510 508-514 BEANR-0369
Total Olefins Antwerp nv 451-453-457 BEANR-0024
Total Raffinaderij Antwerpen nv 461-493 BEANR-0090
Vesta Terminal Antwerp nv 641N+Z-643 BEANR-0065
Vollers Belgium nv 201-205 BEANR-0212
20
Vopak Terminal ACS 499-505 BEANR-0094
Vopak Terminal Eurotank nv 387-399 BEANR-0093
Vopak Terminal Linkeroever 1309-1313 BEANR-0205
VVM nv 367-369 BEANR-0095
Wijngaard Natie Terminals NV 99-123 BEANR-0008
Zuidnatie Breakbulk 464-484 BEANR-0372
Zuidnatie Terminal 230-232DD 230-232DD BEANR-0370
Zuidnatie Terminal Zuid 104-124,132 BEANR-0099
21
2.2.4.2 Access measures
Access control and (pre-)registration

Note on ISPS
Since July 1, 2004, passenger ships and cargo ships (GT 500 and upward) on international
voyages and port facilities serving such ships on international voyages, have been subject to:
‘EC Regulation No. 725/2004 of the European Parliament and of the Council on enhancing ship
and port facility security’, binding for all European member states.
Based on the ISPS Code (International Ship & Port Facility Security Code), the Regulation has
been transposed in Belgian law by the Maritime Security Act and RD.
The purpose of the Code is to protect ships and port facilities from terrorist activities via an
international network of collaboration between local, national and international organisations to
enhance the security of maritime facilities.
The Code features 3 security levels: security level 1 (business as usual), security level 2
(heightened risk of a security incident) and security level 3 (a security incident is probable or
imminent). Suitable and additional security measures have been incorporated into security plans.
Each ISPS port facility has a person responsible for security, the Port Facility Security Officer, who
has established procedures to ensure compliance with the mandatory requirements within the
facility. This includes, but is not limited to, access control and site surveillance. Most port facilities
in Antwerp implement the regulation not only at the quay (ship/shore interface) level, but
throughout the site.
In Belgium, a terminal belongs to the category 'sensitive' or 'non-sensitive', depending on the type
of products handled by the terminal. Non-sensitive facilities include dry/wet bulk, general cargo,
shipyard. Sensitive facilities are container terminals, RoRo, Seveso, passengers.
The most noticeable difference between both as far as access to the facility is concerned, is that
a non-sensitive facility is not required to provide a perimeter (enclosure/fencing) around the ship
or the entire port facility at level 1, but only from security level 2.
The Alfapass was designed to avoid having to show a different access card for each company
visited. If you have your Alfapass activated at one of the connected terminals, you will have
simplified access to the port facilities.
Note, however, that possession of an Alfapass does not mean you are automatically granted
access everywhere. The terminal decides where, when and for how long you will have access
rights. This may therefore also be for a limited period of time.
More information on port security and an overview of terminals subject to ISPS with contact
details of the PFSOs can be found at www.havenvanantwerpen.be
Comments, complaints, findings, etc. can be sent to the Port Security department of the Antwerp
Port Authority via: portsecurity@portofantwerp.com
22
General procedure for access control and (pre-)registration
Barges
Regulations applicable with security level 1 (SL1)

Regulation 725/2004/EC requires port facilities to control access, guard their sites, supervise
the activities and the organisation of communication and resources.
The control of all persons seeking access to the port facility is carried out in relation to cargo or
ship, including passengers, crew and visitors. Each terminal/port facility must be capable of
granting access to authorised persons within a reasonable period of time.
Scenario 1 applicable to barges:

All ISPS certified and fully enclosed terminals under continuous surveillance by security guards
and which at the time of registration/arrival/call of the barge:
o were operationally registered with the terminal management of the port facility to be
visited:
 No special ISPS procedures.
 All arrangements are made between the skipper and the terminal management
of the relevant port facility.
 No intervention of the PFSO or security guards.
or
o were not operationally registered with the terminal management of the port facility to be
visited:
Chronologically:
 Prior to arrival, the skipper asks the dock master (DM) for permission (marine
telephone channel 63)
 The skipper asks the DM, who is in possession of a contact list, for the telephone
number of the terminal
 The skipper contacts the terminal management or security post of the relevant
port facility to register the arrival of the barge, provided this does not interfere
with the operational activities of the terminal.
General arrangements:
- Crew disembarking from barges must register with the security guard of the port facility.
- Suppliers for barges that enter via water (bunker boat, water) do not need to pre-register. This is
a ship/ship interface.
- Deliveries of ship's stores always require pre-registration in accordance with Article B.16.8.10 of
the ISPS Code (see procedure for seagoing ships). Deliveries must always be accompanied by a
packing list of the cargo. An exception are supplies for the crew of barges.
- Pre-registration must be in writing (email/fax).
- The skipper informs the terminal of the expected visitors. Non-registered visitors can only be
granted access to the terminal after the terminal manager has received confirmation from the
barge that they are allowed to go on board. Registration based on identity card (or Alfapass for
some facilities) is required.
23
Scenario 2 applicable to barges:
All ISPS certified and fully enclosed terminals without continuous surveillance by security guards.
This scenario applies if the port facility is not operational at the time of registration/arrival/call of
the barge:
o The skipper contacts the DM before berthing at a terminal where no activity is taking
place.
o 24/7 contact telephone number of the terminal can be obtained from the dock master.
o The skipper contacts the terminal to register and to agree on the applicable measures to
leave/enter the terminal.
o If necessary, the skipper can request the DM to be allocated another berth.
- See ‘General arrangements’ scenario 1
Regulations applicable with security level 2 (SL2) and security level 3 (SL3)
The DM informs the skipper of the heightened security level.
o The skipper can request or be allocated another berth by the dock master.
o The skipper contacts the terminal or will be contacted by the terminal to agree on additional
security measures to be taken.
Specific safety rules apply at terminals.

Comply with the regulations and use PPE (Personal Protective Equipment)
for your own safety.
24
Overview of procedure for registration and access of barges at terminals subject to ISPS
PF enclosed + Skipper operationally No special ISPS procedures

surveillance registered Arrangements are made between
skipper and management
PF enclosed + Skipper not Skipper contacts DM + 24/7

surveillance operationally registered contact No. PF
Skipper contacts PF for

registration
PF enclosed + Skipper contacts DM + Skipper contacts PF for registration

no 24/7 contact No. PF
surveillance
Skipper and PF agree on access

procedures
Or, other quay is

allocated/requested by/from
Dock master
PF = Port Facility (terminal)
- Disembarking crew: registration required
- Suppliers via water: no pre-registration
- Delivery of ship's stores: pre-registration with terminal
- Visitors: pre-registration with terminal
- Non pre-registered visitors are only granted access after approval from skipper
- Pre-registration in writing
Compliance with safety rules and use of PPE
25
General procedure for access control and (pre-)registration
Seagoing ships
Regulations applicable with security level 1 (SL1)

Regulation 725/2004/EC requires port facilities to control access, guard their sites, supervise
the activities and the organisation of communication and resources.
The control of all persons seeking access to the port facility is carried out in relation to cargo or
ship, including passengers, crew and visitors. Each terminal/port facility must be capable of
granting access to authorised persons within a reasonable period of time.
Scenario applicable to suppliers and visitors for seagoing ships:

- Suppliers and visitors for seagoing ships arriving via land must register with the security at
the terminal in accordance with the applicable procedure, unless these persons are in
possession of an Alfapass which allows for automatic identification and registration. Holders
of this card are subject to the Alfapass User Regulations.
- Supplies and deliveries of ship's stores always require pre-registration in accordance with
Article B 16.8.10 of the ISPS Code. These deliveries must always be accompanied by a
packing list of the cargo.
- Pre-registration of ship chandlers and suppliers can be based on time windows during which
supplies are to be delivered or picked up. The pre-registration must contain at least the
following information:
o Date or time window of the visit,
o Name of the ship
o Quay number
o Name of the company
o Name(s) of the visitor(s)
o Licence plate of the vehicle
o Reason of the visit.
Pre-registration is possible via fax or email but not by phone.
26
2.3 VARIOUS ACTIVITIES
2.3.1 Floating activities
Launching and/or sailing with rescue vessels other than those of the emergency services, is
prohibited unless permission has been obtained from the Harbourmaster's Office, using the form
HKD25 - Testing life boat .
27
2.3.2 Boat trips
Sailing / staying with passengers in the port
Barges used for port trips with passengers and/or organising on-board activities, even when
moored, must meet the following requirements:
1. Sailing vessels
Vessels that want to sail in the port with passengers (in transit, touring or arriving or departing)
must have received prior permission from the Harbourmaster's Office.
Transit: A vessel that moves at normal safe speed and along the shortest route through the
port, the origin and the destination of which is situated outside the port (the city harbour is a
destination or origin outside the port).
Tour: Sailing from a berth within the port area or the city harbour to a berth within the port area
or the city harbour, not necessarily via the fastest and shortest connection between the two
berths and with the vessel not leaving the port area (docks).
Day trips: Sailing from a berth within the port area or the city harbour and arriving within 24
hours at a berth within the port area or the city harbour, with the vessel in the meantime
leaving the port area and/or (if via Kattendijk lock) the city harbour.
1.1. General conditions
1. The vessel must be in possession of a valid European inspection certificate for passenger
ships (certificate of examination, community certificate or equivalent official proof) attesting
that the ship meets the European standards for inland navigation in zone 3 as set out in the
community certificate, with the anticipated number of passengers;
2. The master or another crew member in charge of the navigation of the ship, must hold a
certificate for steering a ship designed for the transport of the maximum authorised number of
passengers for which the ship is certified. The master or the crew member in charge of the
navigation of the ship, must always be able to speak and understand one of the official
languages used in the Port Area (English or Dutch).
3. Ship, passengers/visitors and organiser must be sufficiently insured (adequate insurance
policy, Article 2.1.1);
4. All appropriate precautions must be taken on board to prevent accidents. Sufficient safety
equipment must be kept on board for the maximum allowed number of passengers.
5. The organiser of the event / master of the vessel must be able to produce a safety plan
containing instructions for the crew and personnel in the event the vessel threatens to sink,
fire breaks out on board, passengers need to be evacuated, a man overboard situation, or
other incidents;
6. For every 100 visitors on board there should be one person with demonstrable first-aid
training, identifiable as such for the public;
7. Fire safety: The vessel must meet all fire safety requirements according to the classification of
the vessel:
8. The maximum allowed number of passengers/persons on board must be strictly observed at
all times;
9. The music system, if available, shall be equipped so that the master or the crew member in
charge of navigation can give safety-related instructions to the passengers in an
understandable manner at all times. The sound level may under no circumstances exceed the
applicable sound standards, nor interfere with the normal activities on the bridge and aboard
the vessel, or with other shipping traffic. The night's rest of other shipping traffic or local
28
residents may not be disturbed. Care should moreover be taken to ensure that the sound
emitted cannot be confused with any existing sound signals used for shipping traffic in the
harbour.
10. During sailing, no other vessel may come alongside, except for police and/or emergency
services vessels.
1.2. Additional conditions imposed on passenger ships used for Port tours:
1. The route to be followed in the port and the purpose of the tour must be communicated to the
Harbourmaster at least 5 days in advance. Permission may be revoked at all times without any
right to reservation or any claim for compensation. The Harbourmaster's Office may impose
additional conditions at any time.
2. Prior to departure, the chief dock master must be notified on VHF channel 63 and an email
sent to calamiteitencel@portofantwerp.com stating the exact number of persons (passengers
+ crew) on board, the route and the duration of the journey;
3. In case of unfavourable weather conditions (wind force more than 6 on the Beaufort scale,
visibility less than 1500 m), the tour shall be cancelled.
4. Port tours may not last longer than 3 hours.
5. Port tours are not allowed between 01:00 and 06:00.
6. Port tours are permitted under the above-mentioned conditions if there are no more than 350
passengers on board. For more than 350 passengers, only a restricted tour in the port is
permitted in consultation with and after special permission from the Harbourmaster's Office.
To this end, a safety plan and a detailed description of the event shall be submitted for prior
approval by the Harbourmaster.
7. If the activities organised on board the vessel will also affect the quay (parking area, erection
of tents and the like), an application should be submitted to the Port Authority, Port Dues
Department. havenrechten@portofantwerp.com
Non-compliance with these conditions may result in the tour being stopped immediately
Touring vessels that regularly sail in the port with passengers on board may be granted a
permit for a specified period of time by the Harbourmaster's Office, subject to prior submission
of a fixed sailing schedule for that period. This permit shall be subject to all the above
mentioned conditions, except (1).
1.3. Ships in transit

Transit ships such as e.g. Rhine cruise ships must always follow the shortest route between
the locations where they enter and leave the port.
These ships must meet the aforementioned general conditions (1.1)
1.4. Additional conditions for inland passenger vessels leaving the port via a lock in the
direction of the Scheldt
Pursuant to Joint Notice No. 04-2009, inland passenger vessels may only sail on the
jurisdictional area of the Common Nautical Authority under the following hydro-meteorological
conditions on the navigated route:
 visibility of at least 1000 m
29
 significant wave height of max. 1.5 m; exceptions are permissible if the ship owner
demonstrates to the Common Nautical Authority that the vessel has been certified for a
higher wave height.
To avoid blocking a lock, no inland passenger ships are allowed in the lock if the weather
conditions do not meet the aforementioned requirements.
1.5. Additional conditions for passenger and touring ships leaving the port area for the city
harbour area
All vessels destined for the city harbour must comply with the police regulations for the city
harbour area and the city harbour regulations when they are in that area.
Specifically for this Port Instruction ('sailing / staying with passengers in the port’), cf. the
following articles of the police regulations for the city harbour area:
Article 14 §2
A vessel destined for the city harbour that has obtained no written permission or that has not
been assigned a berth in the city harbour will be denied access to the Port of Antwerp, with the
exception of pleasure craft.
Article 36
Passenger ships used for tours shall be assigned a fixed berth.
A passenger ship that wants to sail in the city harbour - both for touring and in transit - must be
in possession of a prior written permission from the mayor. The mayor may grant permission
for a specific period based on a fixed sailing schedule for that period.
Tours, transits and the organisation of on board activities, including on moored vessels, must
follow the mayor's instructions.
Events on these passenger ships shall be subject to the provisions of section 3 of chapter 6,
Title 2;
Article 37
§1. Only river cruise ships are allowed in the city harbour. Sea cruise ships are prohibited.
§2. The request for permission by the mayor and the allocation of a berth for river cruise ships
must be submitted to the city harbour department at least one month prior to the planned
arrival in the city harbour, unless exceptional circumstances justify a shorter period.
Without prejudice to the requirements under chapters 2 and 3 of this Title, the request must
contain the following data:
 The ship owners and a contact person, with surname, forename, address (for legal
entities: registered office), email address, telephone number, and other relevant contact
details;
 The name and dimensions of the vessel;
 The date and time of arrival, duration of stay in the city harbour, date and time of
departure of the vessel;
 Indication of the number of passengers and crew;
 Planned activities during the stay in the city harbour.
The city harbour department may request further information at all times. The mayor may
make the permission and the allocation of a berth contingent upon a number of conditions.
§3. During their stay, river cruise ships must follow the instructions of the city harbour
department and meet the following conditions:
30
 Troublesome operations or activities in the public domain (e.g. supplies to the vessel) are
prohibited between 22:00 and 06:00, unless permission has been obtained from the
mayor;
 To leave the vessel, a gangway must be used which, where possible, shall be placed
parallel to the quay, so as not to interfere with the emergency services;
 Events on a river cruise ship are subject to the provisions of section 3 of chapter 6, Title
2;
For further information and request for berth: www.stad.antwerpen.be

City harbour contact point: see Port Instruction 1.1 – contact details.
2. Moored vessels
 Vessels and/or floating structures, with or without fixed berth, moored in the port, where
activities are organised, such as parties or meetings , both public and private, as a result
of which more persons will be on board than the actual crew of the vessel, must obtain
prior permission from the Harbourmaster's Office.
 In addition, a permission similar to the one required for on shore activities is required,
depending on the nature of the organised activity and the number of visitors.
 Special permission from the Harbourmaster’s office shall be required if the number of
visitors on board exceeds 350. Said permission may be granted after approval of a safety
plan and a detailed description of the event.
31
2.3.4 Water sports
On the eastern bank of the B2 Canal from ABT/Delwaide dock to the Scheldt-Rhine Canal, fishing
is allowed if you have a Flemish fishing permit. The permit can be purchased online via
https://www.natuurenbos.be/visverlof/
32
3. INSTRUCTIONS RELATED TO SHIPPING

3.1.1. Notification of seagoing vessels
ADMINISTRATIVE REQUIREMENTS
Nautical administrative formalities to be fulfilled by the shipping agent prior to arrival, during the
stay and at the time of departure of a seagoing vessel
1. Arrival
1.1 Pre-notification
Arrival regime
The shipping agent shall submit a 'pre-notification' for each expected seagoing vessel. This can be
done from 2 months before arrival at the entry point, but the notification (including any changes,
in particular as regards ETA Pilot vessel, origin/destination Albert Canal (ALB), Noordland Bridge
(NLB) or Petroleum Installations South (PIZ)) must in any case be made prior to submission of the
berth application.
Transit regime
For seagoing vessels in transit (Albert Canal, Scheldt-Rhine link) a 'Transit Pre-notification' and no
berth application shall be sent.
The Exit Point is a mandatory field for 'Transit Pre-notification'.
Information to be specified
For a pre-notification the following information must be specified:
a) company
b) seagoing vessel's name
c) origin
d) destination
e) ETA Entry point1
f) exit point
g) contact person's telephone number
The entry of the pre-notification results in a stay with a unique stay number being created by
APICS. This stay number must subsequently be used for such purposes as declaration of
dangerous / contaminated goods, update of documents presented to Customs, Pilotage Service,
etc.
Deleting a pre-notification
1
For vessels coming from another port located in the VTS Scheldt area and therefore not passing any entry
point, 'ETA entry point' is replaced with 'ETD port'.
33
Pre-notifications for which no berth application has yet been made and whose ‘ETA entry point +
5 days’ has expired, can be deleted without prior notice.
If an announced sea-going vessel (without berth application) does not come to Antwerp, this shall
be electronically communicated by the shipping agent who submitted the pre-notification.
1.2. First berth application
The shipping agent shall submit a ‘Berth Application’ for any seagoing vessel calling at the port of
Antwerp. The berth application must be submitted after the pre-notification, but not later than 24
hours before ETA Pilot vessel or ETA Entry Point for transit vessels.
Information to be specified
For a first berth application the following information must be specified:
a) ETA Entry point1

b) Berth
c) Entry point
d) ETD
e) Mooring side
f) Operational fore draught and aft draught (m)
g) Origin/Destination
h) Crew
i) Previous port
j) Next port
k) Contact
l) Contact person's telephone number
m) ETD previous port
n) ETA next port
o) Arrival type (ETA, GTO, GTA en BTV)
Transfer between agencies is not possible for vessels for which a pre-notification but no berth
application has yet been submitted. Should the vessel nevertheless be brought in by a shipping
agent other than the one who submitted the pre-notification, the existing pre-notification will first
have to be deleted electronically.
The new shipping agent shall submit a new pre-notification.
In the case of a telephonic request or modification, any possible mistake and any additional costs
shall always be borne by the requesting party.
Deleting berth applications
Berth applications whose 'ETA entry point + 7 days' has expired, can be deleted without prior
notice.
If an announced seagoing vessel (with berth application) does not come to Antwerp, this shall be
electronically communicated by the shipping agent who submitted the pre-notification.
1
For vessels coming from another port located in the VTS Scheldt area and therefore not passing any entry
point, 'ETA entry point' is replaced with 'ETD port'.
34
1.3. Specification of arrival
After approval of the berth application, the shipping agent shall submit a specification of arrival,
specifying the following information:
- Pilotage order and possibly reconfirmation according to pilotage regulations
- Bow thruster/stern thruster operational or not operational, if present
- Arrival type and possibly updated GTO/GTA time after approval of berth application
- Preferred river tugboat company (even if no river tugboats are used)
- Ordering of dock services (optional)
- Whether a dead ship is involved (optional)
1.4. Specification of mooring side
The shipping agent is required to specify the mooring side through the berth application via the
APICS counter.
The shipping agent is responsible for the information specified.

The following are possible:
- Port
- Starboard
- Tide dependent
- On board (of another vessel)
- No preference
- Bow and Stern (GHA approval required)
Changes:
Changes shall be made as follows:
- Up to buoy 35:
o Changes must be made electronically via the APICS counter
o Changes are automatically accepted (except Bow and Stern)
- After buoy 35 (=late changes):
o Changes can only be made phone. The changes must be handled by the ACC
o Changes to the mooring side are registered in APICS by the Antwerp Port Authority
and logged under the name of the shipping agent. ACC shall, insofar as practicably
possible, take appropriate action towards Brabo c.v., dock master Superintendent
602 and Towage Superintendent 602.
2. Shifting
2.1. General
- Shifting of a seagoing ship: moving a seagoing ship from one berth within the Port area to
another berth within the Port area.
35
2.2. Berth application shift
A berth application shift can be submitted at the earliest after the first berth application and only
after the arrival journey is active, but not later than 4 hours before the time specified by the
shipping agent at which the vessel will be ready to shift.
Deleting berth application shifts
A requested berth application shift can be deleted only electronically up to 2 hours before the
time specified by the shipping agent at which the vessel will be ready to shift.
From 2 hours before the time specified by the shipping agent at which the vessel will be ready to
shift:
- Any further changes can only be made phone.

- Any costs arising from these changes shall always be borne by the requesting party;
2.3. Specification of shift
Any seagoing vessel shifting in the port is required to notify ACC thereof. This notification must be
made electronically via the APICS counter not later than 4 hours prior to the shifting (= ‘4h rule’).
The following information must be specified not later than 4 hours prior to shifting:
a) Name of shifting vessel

b) Stay number
c) Shipping agent's name
d) Ship's name
e) Length, width, fore and aft draughts in case of shifting
f) From berth...., to berth...
g) Date and time of shifting
h) Number of tugs, Right and Left Bank where appropriate
i) Use of dock pilot/boatmen/fender men/helmsmen, Right Bank and Left Bank where
appropriate
j) Exchange / Non-exchange
o Exchange of seagoing vessel: the shipping agent hands over control to ACC at the time
of shifting. ACC will not initiate the vessel's movement until the berth is free.
o Non-exchange of seagoing vessels: the shipping agent determines when the vessel will
be shifted. The shipping agent bears full responsibility for the vessel's movement,
including any financial implications.
Non-observance of the 4h rule may result in the time of shifting being automatically deferred in order
to ensure compliance with the 4h rule.
Changes
If for some reason a vessel cannot shift at the specified time, ACC shall forthwith be notified thereof.
Postponement of the time of shifting must be notified to ACC at least 2 hours before the last
specified time of shifting.
36
Non-observance of this time window may result in the time of shifting being automatically postponed
in order to ensure compliance with the 2h rule.
A. Up to 4 hours before the shifting time specified by the shipping agent
- Electronically via APICS counter

- Automatic approval without costs
B. Between 4 hours and 2 hours before the shifting time specified by the shipping agent
a. Postponement or cancellation

b. Other changes

- Manual handling by ACC
- Any costs arising from such changes, such as the useless movement of tugs of the Antwerp Port
Authority, will always be borne by the requestor
C. From 2 hours before the shifting time specified by the shipping agent (=’2h rule)
- By telephone
- Any costs arising from such changes, such as the useless movement of tugs of the Antwerp Port
Authority, will always be borne by the requesting party
The master must call ACC on channel 18 to confirm the time of shifting and the draught not later
than 2 hours before the time of shifting specified by the shipping agent. From this moment on, the
master is required to maintain a listening watch on this channel.
In addition, the master must again contact the ACC one hour before the start of the vessel's
movement, to make further arrangements.
After the ACC has issued the necessary instructions, the vessel shall, insofar as use has to be made
of a lock, make or maintain contact with the allocated lock for actual permission for departure.
2.4. Specification of mooring side
The shipping agent is required to specify the mooring side through the berth application via the
APICS counter.
The shipping agent is responsible for the information specified.

The following are possible:
o Port
o Starboard
o Tide dependent
o On board (of another vessel)
o No preference
o Bow and Stern (GHA approval required)
37
Changes:
- Not later than 4 hours before the planned time of departure:
o Changes must be made electronically via the APICS counter

o Changes are automatically accepted (except Bow and Stern)
- from 4 hours before the planned time of departure (= late changes):
o Changes are only possible by telephone. The changes must be handled by ACC
o Changes to the mooring side are registered in APICS by the Antwerp Port Authority
and logged under the name of the shipping agent. ACC shall, insofar as practicably
possible, take appropriate action towards Brabo c.v., dock master Superintendent
602 and Towage Superintendent 602.
2.5. Shift change at departure
For a shift that has to be cancelled because the vessel will be leaving directly, the agent shall follow
the departure procedures and the 4h rule in particular.
3. Departure
3.1. General
The following information must be specified not later than 4 hours before the time of departure:
a) Name of departing seagoing vessel

b) stay number
c) shipping agent's name
d) ship's name
e) length, width, fore and aft draughts at time of departure
f) berth
g) date and time of departure
h) number of tugs
i) use of dock pilot/boatmen/fender men/helmsmen
j) destination (Exit point1: Petroleum Installations South (PIZ), Pilot vessel Steenbank, Pilot vessel
Wandelaar, Noordland bridge or Albert Canal); use of river pilot.
Non-observance of the 4h rule may result in the time of departure being automatically postponed in
order to ensure compliance with the 4h rule.
1
For ships staying in the VTS Scheldt area and therefore not passing any exit point, the destination is the port of
destination in the VTS Scheldt area
38
If for some reason a vessel cannot depart at the specified time, the ACC must promptly be notified
thereof.
Postponement of the time of departure must be notified to the ACC at least 2 hours before the last
specified time of departure.
Non-observance of this time window may result in the time of departure being automatically
postponed in order to ensure compliance with the 2h rule.
The master must call ACC on channel 18 to confirm the time of departure and the draught not later
than 2 hours before the time of departure specified by the shipping agent. From this moment on, the
master is required to maintain a listening watch on this channel.
In addition, the master must again contact the ACC one hour before the start of the vessel's
movement, to make further arrangements.
After the ACC has issued the necessary instructions, the vessel shall, insofar as use has to be made
of a lock, make or maintain contact with the allocated lock for actual permission for departure.
3.2. Specification of departure
Any seagoing vessel shifting in the port or departing from the port, is required to notify ACC thereof.
This notification must be made electronically via the APICS counter not later than 4 hours before
departure (= ‘4h rule’).
Changes
A. Up to 4 hours before the time of departure specified by the shipping agent

B. Between 4 hours and 2 hours before the time of departure specified by the shipping agent
 Postponement or cancellation

 Other changes

- Any costs arising from such changes, such as the useless movement of tugs of the Antwerp
Port Authority, will always be borne by the requesting party
39
C. From 2 hours before the time of departure or shifting specified by the shipping agent(=’2h rule)
- By telephone
- Any costs arising from such changes, such as the useless movement of tugs of the Antwerp
Port Authority, will always be borne by the requesting party
4. Objection To Continuance procedure (BTV)
A. General
If, prior to the arrival of an incoming ship at the sea pilot stations, the shipping agent decides for
any reason not to let the vessel enter the port, an 'Objection To Continuance' (BTV) can be
submitted up to and including the moment that the sea pilot is aboard1 or up to the Pilot vessel in
the case of an unpiloted vessel.
Submitting a BTV and cancelling a BTV must be carried out in the APICS counter and is possible
from the first berth application (via a button or by changing the arrival type) and after approval of
the berth application via a button or by changing the arrival type in the specification of arrival.
Vessels for which the evidence shows that the shipping agent has failed to submit a BTV in due
time, may be imposed extra measures by ACC. Any costs arising from such extra measures shall
be borne by the shipping agent.
B. Submitting a BTV
The agent enters an 'Objection To Continuance' message in the APICS counter via the button
'Submit BTV' or by changing the arrival type in the berth application or the specification of arrival.
The 'Objection To Continuance' will immediately take effect and the pilot order and any RTA will be
cancelled.
The BTV remains valid until it is cancelled by the shipping agent.
C. Cancelling a BTV
The agent enters an 'Objection To Continuance' message in the APICS counter via the button
'Cancel BTV' or by changing the arrival type in the berth application or in the specification of
arrival. The agent must specify whether the vessel is allowed to continue 'now' (within a period of
6 hours at the earliest) or at a well-defined later time (with indication of 'time/date' RTA
Coordination point).
1
For vessels in a port in the VTS Scheldt area: pilot aboard at the berth.
40
5. Termination of agency
The Harbourmaster must be notified by registered mail in duplicate of the fact that the agency will
be terminated as from the date specified;
the registered mail must be accompanied by evidence showing that this is effectively the case;
all useful information such as the name of the owner, shipping company, charterer, etc. must be
communicated to the Harbourmaster
and all further information must be collected within one month to enable the Antwerp Port
Authority to continue to exercise its rights to the vessel.
If all of the above conditions are met, the shipping agent remains, for a period of 30 calendar
days after the postmarked date of the registered letter, responsible for payment of all costs
incurred by the Port Authority before and during this period. The tonnage due is always payable
for a full period of 20 days in accordance with the Regulation on Seagoing Vessels.
The period of retention of responsibility expires as soon as the vessel is handed over to the new
agent. The transfer of a vessel between two shipping agencies is entered in APICS by the
transferor or the transferee.
6. Agency transfer
The transfer of a vessel between two shipping agencies shall be entered in APICS and accepted
by the transferor and the transferee.
When a new shipping agent is appointed for a ship (after termination by the original agent as set
out in point 5), the Harbourmaster shall be informed accordingly by registered post.
41
3.1.2 Barge report
1. Barge reports
1.1 At the locks
Barges report to an AIS control zone at the earliest 2 hours before the estimated time of arrival, as
defined in section 1.1.1 'AIS Control Zone'.
Barges going from the Right Bank to the Left Bank or vice versa, can only report to the next lock
when they
1.1.1 AIS Control zone
Zandvliet and Berendrecht locks
Coming from upstream: at buoy 91 a line across the waterway;

Coming from downstream: at buoy 87 a line across the waterway;
Coming from the B3 Canal dock: a line going from quay 775 to quay 707;
Coming from the Scheldt-Rhine link: a line across the waterway from
the eastern corner of quay 775;
Coming from the B2 Canal dock: a line from quay 667 going across
Canal dock B2.
Kallo lock

Coming from the Waasland Canal: a line going from quay 1616 to quay 1201;
Van Cauwelaert and Boudewijn locks

Coming from Canal dock B1: a line going from quay 502 to quay 505;
Coming from the Churchill dock: a line going from quay 500 to quay 400;
Coming from the 6th Harbour dock: a line going from quay 356 to quay 254;
Coming from the Hansa dock: a line going from quay 244 to quay 419;
Coming from the Marshall dock: a line at and parallel to the
Petroleum bridge.
Royers lock
Coming from upstream: at the berths of de Flandria/Quay

SPVD: a line across the waterway;
Coming from the 5th Harbour dock: a line at and parallel to the
Noordkasteel Bridge;
Coming from the Albert dock: a line going from quay 103 to quay 100;
Coming from the Straatsburg dock: a line at and parallel to the
Straatsburg Bridge;
Coming from the Kattendijk dock: a line at and parallel to the
Siberia Bridge.
42
1.1.2 Procedure
 Barges report on the lock's VHF channel or by telephone:

Zandvliet/Berendrecht VHF Channel 79 03/229.71.40
Boudewijn/Van Cauwelaert VHF Channel 71 03/229.71.47
Kallo VHF Channel 28 03/229.71.31
Royers VHF Channel 22 03/229.72.51
Kieldrecht VHF Channel 1 03/229.74.70
 The lock manager checks the position of the vessel and gives an indication of the time
at which it can pass through the lock;
 The vessel is placed on the rotation list;
 The vessel monitors the progress of the lock planning through regular contact with the
lock manager;
 If the vessel does not want to pass through the lock, it notifies the lock manager.
If the vessel has not arrived in the AIS control zone when the green signal for barges is
active, it loses its place on the rotation list and has to report again.
The vessel enters the lock in the sequence determined by the lock manager.
1.1.3 Exceptions
The Harbourmaster or his representative can:
 in exceptional circumstances, grant priority to barges for passing through the locks;
 as a result of special circumstances, impose a different route, even orally, as a function
of the shipping conditions or the conditions of the port structures (locks, bridges, etc.).
1.2 Other reports
At the following locations barges report on the corresponding VHF channel:

- When entering or exiting the Left or Right Bank via
- Royers lock VHF Channel 22
- Kieldrecht lock VHF Channel 1
- Boudewijn lock VHF Channel 71
- Van Cauwelaert lock VHF Channel 71
- Zandvliet lock VHF Channel 79
- Berendrecht lock VHF Channel 79
- Kallo lock VHF Channel 28
- Contact point 'Port dues Straatsburg Dock'
 The Amerika dock from or to the Straatsburg dock VHF Channel 20
 The Asia dock from or to the Straatsburg dock VHF Channel 20
- Contact point 'Port dues Noordland Bridge'
 The B3 Channel dock from or to the Scheldt-Rhine Canal
at the Noordland bridge VHF Channel 02
43
- When berthing and unberthing
- Contact point 'Port dues Scheldt North' on the Scheldt downstream
the Royers lock, at the Scheldt jetties, in the Deurganckdok,
at the Noordzee and Europa terminals VHF Channel 02
- at the Scheldt quays VHF Channel 22
- At the Petroleum Installation South (Scheldt) VHF Channel 22
- 'Contact point docks' all other berths
in the Port area VHF Channel 60
- When placed into or removed from the water VHF Channel 02, VHF Channel 20
- Information on availability of berths VHF Channel 63
44
3.1.4 Mandatory use of marine radio communications equipment
Marine VHF radio channels

General
Port users are reminded that radio channel 74 is a simplex channel for inter-ship radio
communication in the port area and for calling of ships by shore stations.
In principle, therefore, all vessels participating or seeking to participate in the port traffic, are
required to maintain a listening watch on channel 74. This may only be interrupted for
information exchange with a shore station.
Consequently, it is prohibited:
 Between two bridges in the port area, to keep a listening watch on the working channel of
the bridges and not to switch back to safety channel 74.
 When lying in front of the locks in the port area for passing through, to keep a listening watch
on the working channel of the relevant lock and not to switch back to channel 74. Vessels
moored in the locks, however, are required to listen out on the working channel of the lock.
Every hour + 15 minutes a shipping traffic message is broadcast on channel 18.

All information relating to the port situation can always be obtained on this channel.
Contact points
 When entering or exiting the Left or Right Bank via
Royers lock VHF channel 22 Tel 03/229 72 51

Boudewijn lock VHF channel 71 Tel 03/229 71 47
Van Cauwelaert lock VHF channel 71 Tel 03/229 71 47
Zandvliet lock VHF channel 79 Tel 03/229 71 40
Berendrecht lock VHF channel 79 Tel 03/229 71 40
Kallo lock VHF channel 28 Tel 03/229 71 31
Kieldrecht lock VHF channel 1 Tel 03/229 74 70
- Contact point ' Straatsburg Dock port dues'

o The Amerika Dock to or from the Straatsburg Dock VHF Channel 20
o The Asia Dock to or from the Straatsburg Dock VHF Channel 20
- Contact point ' Noordland Bridge port dues'

 The B3 Channel Dock to or from the Scheldt-Rhine Canal
at the Noordland bridge VHF Channel 02
45
- When berthing and unberthing
o Contact point ' Scheldt North port dues' on the Scheldt downstream
o the Royers lock, at the Scheldt jetties, in the Deurganckdok,
o at the Noordzee and Europa terminals VHF Channel 02
o at the Scheldt quays VHF Channel 22
o At the Petroleum Installation South (Scheldt) VHF Channel 22
o Contact point 'Docks' all other berths
in the Port area VHF Channel 60
- When placed into or removed from the water VHF Channel 02, VHF Channel 20
- Contact point Lillo-, Noordkasteel-, Siberia-, Wilmarsdonk-, Oosterweel bridge

VHF Channel 62
46
3.1.5 Detection systems
The digital information that is registered and processed by the Antwerp Port Authority as part of
the exercise of its port administrative powers and other powers, may under certain conditions be
provided to third parties.
1. General provisions
By registration of digital information is meant the information associated with a specific incident
or event in the port, hereinafter called "incident registration'.
A request for preservation or delivery of an incident registration is granted if the request is
submitted in accordance with the conditions set out in this procedure.
The Antwerp Port Authority will take into account the necessary time, efforts and skills for the
processing and provision of the digital information.
Any temporary unavailability of the information registration systems falls outside the control of
the Antwerp Port Authority.
The provision and storage of information that contains personal data (information of a personal
nature) is always carried out in accordance with the provisions of the applicable legislation, and
can be restricted or prohibited by said legislation.
The information provided via incident registration to the requesting party must be treated
confidentially and may not be disseminated or disclosed to third parties for commercial
purposes.
2. Submitting an incident registration request
An incident registration request is submitted in writing: by email or letter.
The request is addressed to the central manager:
Havenbedrijf Antwerpen
Havenkapiteinsdienst, centraal beheer incident registratie

Zaha Hadidplein 1
2030 Antwerpen
email : averijen@haven.antwerpen.be
The request clearly indicates the necessary details for identification of the incident, the name,
the capacity and the address of the requesting party.
An accident registration request takes the form of a request for storage or a request for delivery.
47
3. Request for storage of incident registration
Incident registration can be stored at the request of any interested party.
3.1.information from the radar and marine telephone system

A request for storage can only be submitted in writing within 6 weeks from the occurrence of the
incident to which the information relates.
The storage period is 20 weeks and can, upon written request and prior to expiry of this period,
be extended by 20 weeks.
3.2.information from the camera system
A request for storage can only be submitted in writing within 10 calendar days from the
occurrence of the incident to which the information relates.
The storage period is 4 weeks and can, upon written request and prior to expiry of this period, be
extended by 4 weeks.
If the images are instrumental in providing evidence of an offence, of damage or of nuisance or

in identifying an offender, a disturber of public order, a witness or a victim, this period can be
extended by 20 weeks following a written request submitted prior to the expiry of that period.
4. Request for delivery of incident registration
4.1.information from the radar and marine telephone system

A request for delivery can be submitted:
 by the competent authorities, including the public prosecutor, police, investigation boards in
charge of investigating the cause of a maritime disaster
 by the registered party and its professional adviser
 by a judicial expert, including the Nautical Commission with the Court of Commerce
A request for delivery can also be submitted:
 by a lawyer or an insurer acting on behalf of his client or the insured, who is directly involved
in an incident having caused property damage or personal injury.
The following are exclusively considered as being directly involved in an incident: the ship
owner, the master or the interested party of the cargo carried by a vessel involved in the
incident, and the victim.
The lawyer or the insurer demonstrates that he needs the information to safeguard the
interests of his client or his insured.
The request must, in addition to the information referred to in 2, contain at least the
following:
a) a description of the estimated property damage or personal injury suffered by the
client or the insured
48
b) evidence that his client or insured is the ship owner, the master of the interested
party of the cargo carried by a vessel involved in the incident.
Delivery at the request of a lawyer or insurer takes place after an instruction meeting at the
Telecommunications Centre of the Antwerp Port Authority, Wilmarsdonksteenweg 54, 2030
Antwerp.
At this instruction meeting the requesting party is given the opportunity to receive a copy of the
recording.
If the request for delivery has not been preceded by a request for storage, as referred to in 3.1,
the request for delivery must be submitted in writing no later than 6 weeks from the occurrence
of the incident to which the information relates.
If the request for delivery has been preceded by a request for storage, the request for delivery
must be submitted in writing during the custody period referred to in 3.1.
4.2.information from the camera system

A request for delivery can only be submitted by the competent authorities or by a judicial expert.
If the request for delivery has not been preceded by a request for storage, as referred to in 3,
the request for delivery must be submitted in writing no later than 2 weeks from the occurrence
of the incident to which the information relates.
If the request for delivery has been preceded by a request for storage, the request for delivery
must be submitted in writing during the custody period referred to in 3.2.
5. Rates for delivery of accident registration
The costs arising from the above-mentioned requests for storage and delivery are determined by
the Management Committee of the Antwerp Port Authority.
Delivery of incident registration at the request of the competent authorities is free of charge in
accordance with the legal provisions.
49
3.1.6 Signals at the locks
50
51
52
53
54
3.1.7 Priority rules
55
3.1.8 Precautionary areas
At the ZV-BE locks:

The area defined by the imaginary lines between the corner of quays S869 and S901, between
the corners of quays 707 and 775, continuing across the Scheldt-Rhine Canal and those
originating at the corner of quay 669 and running in the eastern (090°) direction.
At the BO-VC locks:

The area defined by the imaginary lines through the piers at the riverside, between the corner of
quay 501 running to the corner of quays 300-256, between the corner of quays 248-250 and
running to the corner of quay 423A and also the corner indicating the entrance to the Marshall
Dock
At the Royers lock:

The area defined by the imaginary lines running through the two abutments at the riverside,
running between the corners of quays 59 and 50 and quays 99-101, and between the corners of
quays 101-103 running to the corner between quays 100-102 and further the boundary of the
port area up to the Royers lock
At the Kallo lock:

The area defined by the imaginary lines running through the ends of the lock channel on the
Scheldt side, and between the corner of quays 1554-1556 and the separation between quays
1107-1109.
At Kieldrecht lock:
The precautionary area in the Waasland Canal is defined:
- on the Eastern side by an imaginary line from the corner of the Vrasene Dock (harbour 1201),
perpendicular to the axis of the Waasland canal up to the extension of the Northern bank;
- On the Western side, by an imaginary line between harbours 1251 and 1626,
- On the Southern side, by an imaginary line between the corners of the Vrasene Dock (between
harbours 1201 and 1243),
- On the Northern side, by door 4 of the Kieldrecht lock.
On the Scheldt side, the entire Deurganck Dock, from the boundary of the port area, up to door 1
at the lock is considered to be a precaution area.
Here, the necessary caution must be exercised in view of the busy shipping traffic in the dock and
from and to the lock.
56
3.2 BERTHS
3.2.2 Berthing in the vicinity of locks and bridges
Conditions for mooring at quay 1510-1512 (Kallo lock channel)
In the interest of nautical safety in the lock channel, a number of measures were taken and the
following requirements imposed on vessels calling at these quays:
1. At the eastern and western end of quays 1510 / 1512 an orange flashing light has been
installed. The lock manager will activate these lights when vessels enter or exit the lock and
the lock channel or whenever deemed necessary to ensure safety in the lock channel. If
these lights are lit, all shipping from or to quays 1510 and 1512 in the channel is prohibited.
This will be supervised by the Harbourmaster's Office and the Shipping police.
2. Before exiting the quay and before entering the channel, the vessel must ask the lock
manager of the Kallo lock for permission on VHF channel 28.
3. The mooring width is limited to the area between the imaginary straight line drawn by the
orange flashing lights at quays 1510 and 1512. Max. 4 barges may be moored alongside
each other and the total mooring width shall not exceed 45m.
4. The dimensions of the individual vessels or pushed train of craft are limited to 150m in
length and 25m in width.
5. Vessels coming from or going to quays 1510 and 1512 are not permitted to moor at any
other places in the channel (e.g. pending the assignment of a berth or for any other reason).
Moreover, these vessels are not permitted to remain in the channel. They must always sail
directly from river to berth or vice versa.
57
3.2.3 Proper mooring
Minimum mooring configuration at the berth

Depending on the length of the ship, a minimum number of mooring lines must be placed. If
circumstances so require, additional mooring lines can be used.
Length of ship Fore line Spring fore Spring aft Aft line
>250m 4 2 2 4
180 – 250m 3 2 2 3
140 – 180m 2 2 2 2
<140m 2 1 1 2
Mooring at tide sensitive quays or jetties and mooring at quays behind the locks, where
passing vessels and violent winds may pose a hazard
Masters should be aware of the strong suction force that may be caused by passing vessels or
the impact of violent winds on their vessel. On the river this effect is further accentuated by the
prevailing current.
Pursuant to art. 3.2.3 of the Municipal Port Police Regulations, in order to prevent incidents, all
vessels mooring at tide sensitive quays and at quays behind the locks, where passing vessels and
violent winds may pose a hazard, are required to secure sufficient mooring lines to the bollards or
to put on the brake, so that the vessel remains properly moored and will not drift away.
Furthermore, additional mooring lines on automatic tension winches may be used.
Automatic winches may only be used for additional lines.
The rules of good seamanship, such as regularly hauling in the slack and ensuring the stress is
uniformly distributed over all mooring lines, remain applicable at all times.
58
3.2.6 Maximum mooring width and stern-to mooring
For mooring vessels the following rules apply:
General provisions
In the port and at the Scheldt mooring facilities, vessels may not occupy a mooring width that
would interfere with the safe passage of vessels in the adjacent waterway, in the waterway from
and to bridge channels, in the vicinity of narrowed dock passages and at the separation of
waterways.
1. Stern-to mooring (vessel with its longitudinal axis at right angles to the quay)
Applications for stern-to mooring permits must be submitted at least 24 hours prior to the
start of the operations and during office hours. For docks, the application must be submitted
to the Harbourmaster's Office using the form HKD22 - Request to stern mooring .
 The permit is valid only at daylight, with good visibility and under favourable weather
conditions.
 Stern-to mooring is permitted only for the time strictly necessary for loading or unloading
goods. The goods may only be handled in this mooring position.
 Prior to and after stern-to mooring, the following authorities must be notified:
- in the docks: dock master (VHF channel 63)
- on the water: Zandvliet traffic centre (VHF channel 12)
 The Harbourmaster, his representative or the Shipping Police, can at any time prohibit,
postpone or interrupt stern-to mooring for the purpose of ensuring shipping safety in the
adjacent waterway.
 The vessel that is moored stern-to is responsible for any damage to the port infrastructure
and/or third parties, caused by stern-to mooring.
2. Mooring width for ships at Scheldt container terminals
 The max. mooring width for barges at the Scheldt container terminals amounts to 4 barges
moored alongside each other, with a total mooring length not exceeding 50m.
 Alongside a seagoing vessel only 2 vessels (smaller in length than the seagoing vessel) may
be moored alongside each other, provided the following mooring widths are not exceeded:
- at the Europa terminal, a max. mooring width of 60m
- at the Noordzee terminal, a max. mooring width of 70m
 Bunker vessels and barges may only be moored alongside seagoing vessels for the time
strictly necessary for loading, unloading or bunkering or for preparing or completing these
operations.
 Bunker vessels must report to the Zandvliet traffic centre on VHF channel 12 whenever they
wish to moor alongside a seagoing vessel.
59
3. Mooring width for vessels alongside quays in the port
 The total mooring length of seagoing vessels and barges alongside a quay should never be
such as to compromise the safe passage of the waterway adjacent to the quay where these
vessels are moored.
As a general rule, the maximum mooring width along a quay is 25% of the dock width a
maximum of 75 m. Exceptions are subject to prior permission from the Harbourmaster's
Office.
 The maximum permissible mooring width in passages and connections between the docks is
determined by the Harbourmaster's Office.
At quays 702 and 762 a max. mooring width of 60m applies to allow for entry and departure
manoeuvres of large vessels.
4. Maximum mooring width for the Deurganck Dock
In the Deurganck Dock, the maximum mooring width is 75m and max. 2 vessels may be
moored alongside a seagoing vessel (smaller in length than the seagoing vessel alongside of
which they are moored).
Max 4 barges with a max. mooring width of 60cm may be moored alongside each other at
the quay.
At quays 1742 and 1702 a max. mooring width of 60 m applies to allow for entry and
departure manoeuvres of large vessels.
5. Mooring at the ends of docks
Without permission of the Harbourmaster's Office, vessels may not moor at quays where they
are not moored over their full length to the quay. A vessel may never 'protrude' beyond the
end of a quay without explicit permission.
60
3.2.7 Safe mooring
When a vessel is approaching the terminals at the River Scheldt or in the Deurganck Dock her
berth should be free in due time.
This means that for incoming sea going vessels with destination:
“North Sea “and “Europe” terminals: the berth should be completely free when the incoming
vessel has passed the beacon of South Saeftinghe.
“Deurganckdock”: The berth should be completely free when the incoming vessel has passed the
“Europe” Terminal.
61
3.2.11. Crew and passenger list
Each vessel staying in the port must keep an updated crew and passenger list, to be displayed at
the gangway. This list must upon request be presented to all authorities responsible for safety in
the port.
If quick evacuation of the vessel is necessary in the event of a serious accident, it is then possible
to simply check which crew members and/or passengers may still be on board.
62
3.3 LOCKS
3.3.3. Slots
Shortsea shipping companies that call at the Waasland port, can apply for a slot on the ship's
name for the Kallo lock via slotaanvraag.linkeroever@portofantwerp.com. Changes can be
requested weekly for the following week, no later than by Thursday 4 pm, via the same email
address.
Criteria taken into account for evaluation of the application/change include the use of towage
services, slots of other shipping companies and, if available, history of effective use of slots.
The effective use of slots is registered.
63
3.4 BRIDGE CHANNELS
3.4.1 Bridge signals with exception of the Petroleum channel
64
3.4.2 Petroleum channel signals
Traffic situation in the Marshall Dock

A seagoing ship sailing to or from the Marshall Dock shall contact the Nautical Command
BOS/VCS via VHF channel 71 in due course, whereupon the attention signal is activated. The
attention signal consists amongst other of two orange all-round visible flashing lights on the
northern side of the access to the Marshall Dock (see map).
This is also communicated on VHF channels 71 and 74. If the attention signal is activated, barges
are not allowed to leave the quay (scope of application; see map). Sailing barges must heave or,
if in the channel, they must leave as soon as possible. The attention signal is deactivated once
the seagoing vessel has passed..
65
3.4.3 Signals Lillo bridge, Noordkasteel bridges
66
67
68
69
70
3.4.4 Passage requirements
Lillo bridge, Noordkasteel/Oosterweel/

Wilmarsdonk bridges, passage channel Marshall dock, passage channel 5th harbour
dock.
Passage requirements for Lillo bridge

For passage of the Lillo bridge, the following dimensional restrictions apply to seagoing vessels:
Length: 270 m
Breadth: 44 m
Draught: 14 m
Passage of entry channel Marshall Dock (old Petroleum bridge)

Maximum dimensions for seagoing vessels:
Breadth: 29.6 m
Draught: 10 m
Passage of passage channel to 5th harbour dock

Maximum ship dimensions:
Length: 270 m
Breadth: 36 m
Draught: 12 m
Passage of passage channel to Amerika Dock – Albert Dock: see Noordkasteel bridges
Passage of Noordkasteel bridges:
1. Seagoing vessels
Passage is reserved to vessels berthed in the Amerika Dock and vessels whose dimensions do
not allow them to pass via the Oosterweel and Wilmarsdonk bridges.
Taking into account the foregoing, passage is restricted to the following dimensions:
Length: 250 m
Breadth: 36 m
Draught: 12 m
2. Barges
Passage is obligatory for barges that can pass under the fixed or mobile sections of the bridges
regardless of their destination. Barges that cannot pass under the bridges are granted permission
to pass, provided this passage constitutes the shortest route.
NOTE: The mobile bridges are opened only if required for the dimensions of the vessels
71
Passage requirements for Oosterweel and Wilmarsdonk bridges
a) Seagoing vessels
Passage is reserved to vessels berthed in the Albert Dock, the 3rd harbour dock and the 2nd
harbour dock.
Taking into account the foregoing, passage is restricted to the following dimensions:
Length: 180 m
Breadth: 27 m
Draught: 10 m
b) Barges
Passage is reserved to barges whose passage with closed bridge at the Noordkasteel bridges is
impossible, provided the shortest route is followed when passing along the Oosterweel and
Wilmarsdonk bridges.
The Harbourmaster's Office can at any time deviate from these requirements subject to at least
24 hours’ notice and on working days between 9:00 a.m. and 4:00 p.m. to be requested by email
using the form HKD19 - Bridge passage for oversized vessels .
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3.6 MANDATORY USE OF BTS
3.6.1 BTS
Mandatory and correct use of BTS for terminal operators & barge operators in the Port of
Antwerp
1. General principle
The Barge Traffic System was developed by the Antwerp Port Authority (APA) to promote chain
operation within the port. BTS is a central, transparent berth booking and barge monitoring
system for container barges within the PoA. It comprises a web application that enables terminal
operators and barge operators to manage barges and terminals, draw up a terminal operating
schedule, book berths and give advance notice of arrival/departure, and closely monitor the
sailing schedule of barges.
Since 3 September 2012, it has been mandatory for all barge operators and terminal operators
to correctly use the Barge Traffic System (BTS) for the registration of their berth requests and
schedules for loading/unloading containers within the Port of Antwerp.
The mandatory use of BTS leas to more efficient, safer and more sustainable management of
shipping traffic within the port area. This measure is therefore meant to implement the provisions
of article 14 of the Port Decree. Violations of the BTS rules are punishable by fines as provided for
in art. 11 of the law of 5 May 1936 defining the powers of harbourmasters, without prejudice to
application of the tariff regulations for barges.
APA will devote all necessary time, effort and resources to make the BTS web platform available
and to achieve the greatest possible accuracy. Any temporary non-availability of the web platform
lies outside the scope of control of APA.
2. BTS charter1
Barge operators and terminal operators are required to use BTS in accordance with the principles
of the BTS charter.
2.1. Preamble
2.1.1. Purpose
To obtain correct, workable agreements between BOs and TOs with regard to calls by and
handling of container transport within the PoA by means of the BTS reporting system.
1
Drawn up on the basis of Barge Traffic System 3.0.
73
2.2. Definitions day A/B/C/D
Day A

Day on which the advance notice is entered in BTS, i.e. the day on which BOs enter their data
in order to inform TOs.
 Day A ends at 1800 hours, which is the deadline for barges to give notice.
Day B1:

Day on which the TO uses the available information to draw up a terminal operations
schedule and enter it in BTS. This information is used by BOs to complete their barge
operations schedule (sailing schedule for the barges concerned).
 Day B starts on day A at 1800 hours. It has a critical moment at 1400 on day B and ends on
day C at 0545 (start of operation). Day B must be a weekday, excluding Saturdays, Sundays
and public holidays.
Day C:

Day of operation, i.e. the day on which the barges enter the port and the terminal and barge
operation schedule is carried out.
 Day C starts at 0600 and ends the next day at 0545.
Day D:
 Day of operation for barges that cannot be handled on day C and that are therefore pushed
back to the following day.
Summary schedule
Dag A Dag B Dag C Dag D

aanmelding BO planning TO behandeling TO behandeling TO
06:00 - 18:00 Dag A 18:00 - Dag C 05:45 06:00 - 05:45 06:00 - 05:45
6:00 14:00 22:00 6:00 14:00 22:00 5:45 14:00 22:00 5:45 14:00 22:00 5:45
Afsluiting planning TO's =

Dag B 14:00
1 Day B must be a weekday, excluding public holidays.

If day C falls in the weekend, then day B is always the Friday before it.
If day C falls on a public holiday, then day B is the day before, unless the public holiday falls on a Monday in
which case day B is the Friday before.
If day C is the day after the public holiday, then day B is the day before that, unless the public holiday is a
Monday in which case day B is the Friday before.
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2.3. Operational framework
2.3.1. General
A. The BOs use BTS to provide all TOs called at with the necessary information (numbers, times,
barge names, convoy compositions etc.) in a correct and realistic way. The TOs use this
information to optimise both their operations on the terminals and the handling of the
barges. All persons working for the BOs and TOs and being involved in this process are
informed about this working method.
B. TOs that handle containers within the PoA undertake to process the advance information and
enter the schedule in BTS in good time. As such they make every effort to coordinate their
barge handling schedules to eliminate any scheduling conflicts.
C. On day A the TOs enter the terminal capacity per half shift (including the capacity reserved
for the fixed windows). If on day B and/or C there are changes in the stated capacity, the TOs
will adjust the capacity as quickly as possible. When making berth reservations the BOs must
take into account the specified capacity.
D. The Antwerp Port Authority ensures the mandatory and correct use of BTS by TOs and BOs.
The Harbourmaster’s Office of the Antwerp Port Authority ensures correct compliance with
this Information Note.
2.3.2. Day A
BOs
E. Give advance notice in good time on day A = before 1800 hours
F. In BTS 3.0 the terminal schedule is displayed when logging in. This clearly shows the terminal
capacity available and the reservations already made. BOs must take this into account when
reserving berths.
G. In their sailing schedule BOs must indicate not only which terminal calls are interchangeable
but also the various possible orders of the calls. This gives the TOs the necessary information
to offer an alternative call in case of conflict, within the required time window (turnaround
time in port) and to avoid conflicts between terminals.
H. When reserving a berth for push barges (that will be picked up at a later point of time), the
BO must always register the name of the push barges at the respective quays. In this way the
TOs know which push barges are destined for which quays and conflicts can be avoided in
BTS.
I. Any cancellation must be entered in BTS as soon as the situation becomes known to the BO.
This can be done up until 1800 without having to telephone.
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2.3.3. Day B
BOs
J. If there are any changes after 1800 on day A with a difference in number of containers of 5
or more or a difference in time of 1 hour or more, they must be entered in BTS AFTER
telephone contact with the TO involved.
K. If a conflict arises after the schedule has been published in BTS (with a conflict time > 1
hour), the BO must take the initiative to solve the conflict as quickly as possible.
L. Any cancellation must first be notified by telephone to the TO as soon as the information is
known to the BO, and then be entered in BTS.
M. If a barge cannot be handled on day C and has to be pushed back to day D, the BO must
notify on day B between 1500 and 1800 whether the barge is to be handled as soon as
possible on day D.
TOs:
N. The TOs intend to collaborate at a higher, port-wide level. This means that the TO has to take
into account all the players involved when drawing up the barge schedule before the 1400
deadline on day B. If a realistic sailing schedule has been submitted but the TO is unable to
handle it as requested, then the TO will propose an alternative schedule. This alternative will
if necessary be drawn up in consultation with the other TOs and the BO concerned, and must
not conflict with other requests. The information provided by BOs in BTS is essential to
obtaining this result.
O. In case of conflict the TO will use the provided information regarding interchangeability to
draw up an alternative schedule that follows the barge’s original schedule as far as possible.
P. If it fits in with the BO’s sailing schedule and the TO’s operating schedule, the TO will handle
any barges that have been pushed back to the next day as soon as possible, unless the BO
notifies another arrival date/time.
2.3.4. Day C
BOs
Q. If there are any changes on the day of handling with a difference in the number of containers
greater than 5 or a difference in time of more than 1 hour, the BO must notify the TO
involved by telephone.
R. If a barge cannot be handled on day C at its scheduled time and has to be pushed back to
day D, the BO must notify the TO by telephone about when the barge will be available again
to be handled as quickly as possible. Once the new time has been agreed the BO must enter
the changes as quickly as possible in BTS.
S. Any cancellation must first be notified by telephone to the TO involved as soon as the
information is known to the BO, and then be entered in BTS.
TOs
T. The TO shall monitor the sequence of barges as closely as possible according to the
schedule in BTS, so that the sailing schedule can be observed. If there are any significant
changes and/or changes that will affect the time of arrival at the next TO, then the TO must
contact the BO involved by telephone.
U. Once the scheduled barges have been handled on day C, the TO completes the operational
information in BTS. This information includes ATA, ATD, actual number of moves handled,
and start & end of operations.
V. The TO confirms the new RTA of barges that have been pushed back to day D in BTS .
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3.7 SAFETY REQUIREMENTS FOR BUNKERING
3.7.1.3 Requirements for the calibration of measuring equipment on board tankers
Permission to be obtained from the Harbourmaster’s Office using form HKD40 – ship calibration
checklist.
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3.7.1.4 Fuel Inspection
In accordance with article 3.7.1.4 the HMO is authorized to control the specifications of the
delivered fuels.
If the fuel, delivered by you, is to be controlled on its specifications, the Marpol Sample is to be
divided in presence of the dock master. One more sample shall also be taken for the HMO.
During the preventive bunker control, the dock master shall inform all parties involved, that the
fuel will be checked on its specifications.
The dock master will hand over the ‘fuel inspection’ document.
The bunker barge is requested to inform the dock master two hours before completion of the
bunker delivery.
Shortly before the end of the bunker delivery a representative of the company, appointed by the
Port Authorities, will present himself showing the following authorization to the barge master (See:
authorization/declaration)
The ‘fuel inspection’ document will be completed by the dock master with the number of the BDN
(Bunker Delivery Note) and the seal number of all samples and shall be submitted for signature to
the representatives of the bunker barge and the receiving vessel.
This document will also be signed by the dock master.
MACHTIGING - DECLARATION
Conform artikel 3.7.1.4 van de Gemeentelijke Havenpolitieverordening verklaart
ondergetekende Havenkapitein van de haven van Antwerpen dat (naam extern bedrijf: )
is erkend door het Havenbedrijf en gemachtigd is om de verdeling van de stalen op te volgen en
het staal voor de Havenkapiteinsdienst in ontvangst te nemen.
According to article 3.7.1.4 of the Municipal Port Police Regulations the undersigned, Harbour
Master of the port of Antwerp hereby declares that (company name: ) is a recognized
company and authorized to monitor the distribution of samples and to receiving the HMO
sample.
Handtekening Havenkapitein
Harbour Master signature.
78
BRANDSTOF CONTROLE - FUEL INSPECTION
Onderstaande geleverde brandstoffen zijn door de Havenkapiteinsdienst geselecteerd om op
hun specificaties te worden gecontroleerd conform artikel 3.7.1.4 van de Gemeentelijke
Havenpolitieverordening.
Following fuel supply was chosen to be checked on their specification by the Harbourmaster's
Office according article 3.7.1.4. of the Municipal Port Police Regulations and Port Instructions.
 Verplicht / Obliged:
a) 2 uur voor het beëindigen van de levering de dokmeester contacteren.
Contact the HMO representative 2 hours before end of bunkering.
b) Stalen mogen slechts verdeeld worden onder toezicht van de dokmeester.
Samples may only be distributed under the supervision of the HMO representative.
MOTORTANKSCHIP - BUNKERBARGE ONTVANGEND ZEESCHIP - RECEIVING VESSEL

Naam - Name: Naam - Name:
E.N.I. nummer - number: IMO nummer - number:
B.D.N. nummer - number: Vlag - Flag:
Bedrijfsnaam - Company name: Agent - Agent:
Leveringsdatum - Delivery date:

Ligplaats - Berth:
Type Brandstof - Fuel Type & Fuel Oil Gas Oil / Diesel Lub Oil
Grade
Druppelstaal gedurende ganse levering Ja/Yes
Methode staalname Continuous drip sampling Neen/ No
Sampling method Gecontroleerd door dokmeester Ja/Yes
Checked by dock master Neen/ No
Stalen worden onder toezicht van de dokmeester genomen, verzegeld en als volgt verdeeld.
Samples were taken, sealed and distributed under the supervision of the HMO representative
as follows:
Zegelnummer staal leverancier:
Sample seal number supplier:
Zegelnummer staal ontvangend zeeschip:
Sample seal number receiving vessel:
Zegelnummer van het MARPOL staal:
Sample seal number Marpol Annex I:
Zegelnummer staal Havenkapiteinsdienst:
Sample seal number Harbourmaster’s Office:
Stalen genomen, verdeeld en afgeleverd in de aanwezigheid van (naam, datum en handtekening)
Samples drawn and delivered in presence of (name, date and signature):
Leverancier/ Ontvangend schip/Receiving Vertegenwoordiger HKD/HMO
Supplier Vessel Representative
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3.7.1.5 Mobile bunkering
1. Mobile bunkering is the bunkering of vessels that are not moored, and is only allowed for
barges in transit and for tankers that are not granted permission by the jetty owner to bunker
there.
All other vessels in the port must be always be bunkered when moored.
2. Mobile bunkering of yachts and seagoing ships is not permitted.
3. Mobile bunkering is permitted only if the bunker vessel is smaller than the receiving vessel.
The bunker vessel must be securely moored on the starboard side of the receiving vessel.
4. Both the bunker vessel and the receiving vessel must be fitted with a properly working and
compatible bunker overfill protection.
5. Mobile bunkering is only allowed in the 5th harbour dock between numbers 321-305 and
363-345, in canal dock B1 between numbers 502-522 and 529-509 and in the Hansa Dock
between numbers 234-244 and 405-419.
6. Mobile bunkering may only be carried out with visibility of 2000 m and at wind speeds not
exceeding 40 km/h.
7. Bunkering may only be carried out when floating, propellers may only be used to keep the
vessels at the extreme starboard side ashore. Both vessels must remain as far away from
the fairway as possible.
8. On the receiving vessel at least one person shall be in charge exclusively of navigation and
another person in charge of bunkering. As long as both vessels are connected, the receiving
vessel is responsible for navigation.
9. A document setting out the conditions for mobile bunkering and in which the skippers of the
bunker and receiving vessels certify that all conditions are met, is signed and kept by both
parties.
10. The bunker line must always be permanently connected to the receiving vessel. The receiving
vessel is responsible for the connection of the bunker line to the vessel.
11. Both parties shall ensure that the bunker line is properly connected to the receiving vessel
prior to the bunker operation.
12. Prior to the start, the dock master must be notified on channel 63 to allow an inspection to
be carried out.
13. During the bunkering activities, the assembly should display a yellow flashing light visible
from all directions. This light should, wherever practicable, be installed where it can best be
seen from the fairway.
14. The Harbourmaster or his delegate or the Marine Police can at any time abort or stop the MB
without any compensation whatsoever being due.
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15. For mobile bunkering, the bunker vessels must be in possession of a written permission of
the Harbourmaster. The request must be accompanied by a certificate showing that the
bunker vessel is equipped with an approved overflow protection system. The permission can
be revoked at any time without any compensation whatsoever being due.
16. A bunker permission remains valid as long as the ship meets all applicable conditions.
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3.7.2 Requirements for bunkering LNG
LNG BUNKERING PROCEDURES in the PORT OF ANTWERP
Only the original Dutch text is authentic.
Forms
 LNG schip-schip controlelijst NL - HKD27

 LNG ship-ship checklist ENG - HKD27
 LNG truck-schip controlelijst NL - HKD28
 LNG truck-ship checklist ENG - HKD28
 LNG terminal-schip controlelijst NL - HKD29
 LNG terminal-ship checklist ENG - HKD29
 Aanvraag LNG-bunkering NL - HKD38
Introduction
The Antwerp Port Authority not only welcomes seagoing vessels and barges running on LNG,
but also provides support when these ships want to bunker fuel in the port in a safe and
efficient manner.
Introduction of LNG as a shipping fuel may however introduce additional risks in the port area,
due to the increased transport and handling of LNG. To ensure that the risks are acceptable
regardless of the scenario, all potential risks specific to the Port of Antwerp, have been
assessed by DNV GL:
- An overall (external) risk assessment of the current (~2013) carriage of dangerous

substances in bulk by seagoing vessels and barges in the port (zero situation)
- An overall risk assessment of the future (as compared to 2013) use of LNG as marine
fuel with the related operations.
Based on this study, operational procedures for bunkering operations (bunkering procedures)
have been developed for the Port of Antwerp.
In these bunkering procedures, it is assumed that:

- - the design of the LNG supply, connection and receiving systems and components has
been carried out by appropriately qualified, experienced and competent companies
and individuals, in accordance with recognised industry standards;
- the construction of the systems and components has been carried out in accordance
with the design, and in agreement with the quality and control standards;
- the maintenance of the systems and components is carried out in accordance with the
design and construction requirements.
The procedures address a number of operational scenarios:

- terminal-to-ship transfer
- truck-to-ship transfer
- ship-to-ship transfer
It is important that all conditions and requirements of these procedures are known,
understood and applied to each operation in order to ensure the safe, secure and efficient
transfer of LNG as a fuel to the ship.
In order to understand the behaviour of LNG correctly, a basic knowledge of its chemical and
physical properties is needed. These properties determine the behaviour of LNG, A different
approach is needed depending on whether the LNG is in the liquid or gaseous phase.
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1. Abbreviations and definitions
Abbreviations:
CE: Chief Engineer

ERS/ERC: Emergency Release System/Coupling
ESD: Emergency Shut Down
HAZID: Hazard identification
HAZOP: Hazard and operability study
HMO: Harbourmaster's Office
LNG: Liquefied Natural Gas
LOD: Layer of Defence
HA: Antwerp Port Authority
PoA: Port of Antwerp
PPE: Personal protective equipment
QCDC: Quick connect/disconnect coupling
SDS: Safety Data Sheet
For the purposes of this document, the terms and definitions given in ISO/IEC Guide 73 apply:
ALARP: the lowest risk under which making additional costs, using of time and effort to achieve
a further reduction of the risk, becomes unreasonable and disproportional to the achieved
goal.
Attention Zone: area on board of the receiving ship, alongside the supplying ship (smoking
ban!!). In this area, special attention must be paid to ensure that no objects end up on the
bunkering ship.
Breakaway Coupling: Coupling which automatically separates when required and automatically
seals both separated sections. A breakaway coupling can be activated automatically by
excessive forces or though mechanical/hydraulic controls.
Dry Disconnect coupling; Quick coupling which connects and disconnects with minimum LNG
release. The separated sections contain self-closing shut-off valves.
Emergency Shut Down: method that safely and effectively stops the transfer of LNG between
the supplier and the receiving vessel in case of emergency.
Emergency Release System/Coupling: Activation of ERS/ERC releases all bunker transfer

hoses in the event of an emergency such as the ship breaking away. It should also be capable
of operating in the event of a ship blackout.
Hazard Identification: Exercise where all potential hazards in a project are identified.
Hazard and operability study: Systematic approach by an interdisciplinary team to identify all
potential hazards occurring as a result of deviations from the standard procedures.
Risk: Combination of the probability of a casualty, taking the severity of it into account.
Topping Up: Final sequence of LNG transfer to ensure correct filling level in receiving tank.
Safety area: The area around the bunkering station where only dedicated and essential
personnel and activities are allowed during bunkering.
2. Chemical and physical properties of LNG
83
LNG is natural gas that has been liquefied to facilitate transport or storage. Methane in the
gaseous phase requires 600 times more volume than in the liquid phase. LNG consists mainly
of methane (CH4), but also contains ethane, propane, butane, pentane and other heavier
components.
Methane is a colourless, odourless gas with the following properties:

- Molecular weight: 16.0425 g/mol
- Density: 6.67151E-4 g/cm3 (at 20°C)
- Boiling point: -161.48°C (-248 °F)
- Vapour density: 0.55 (compared to air)
Table 1 Flammability properties of LNG, diesel, gasoline and propane

Particulars Gasoline Diesel LNG Propane
(100 Octane) (fuel) (LPG)
-187 -104
Flash point (°C) < -40 > 62 (combustible (combustible
gas) gas)
Combustion LFL 1.4 0.6 5 2.1
limits
(% in air) UFL 7.6 7.5 15 9.5
Auto ignition temperature 246-280 250-300 537 480
Minimum ignition energy
- 20 0.27 -
(MIE) in air (mJ)
Flash point: the minimum temperature at which a liquid gives off vapour in sufficient concentration to form an
ignitable mixture with air near the surface of a liquid/Flammability limits: The lowest (LFL) and highest (UFL)
concentrations of a combustible hydrocarbon gas in air at which the mixture is flammable/Auto ignition
temperature: Temperature at which a flammable mixture will spontaneously ignite/Minimum ignition energy: The
minimum energy required to ignite a flammable mixture. (A spark with an energy level of 0.25 (mJ) is barely visible
to the eye)
Sources: Hess Material Datasheet, Murphy, Michael J (1994) and Pitblado et al., 2006
3. Description of LNG hazards
Due to its properties, LNG will represent other types of hazards than “conventional” bunker
oils, if spilled and/ or in contact with personnel or materials. The main hazards are described
below.
3.1.Brittle fracture and cryogenic burns
The cryogenic properties are specific to LNG and therefore require special attention. In order to
get the methane into liquid phase it needs to be cooled down below its boiling temperature of -
161.48°C) thus representing thermal hazards for personnel that can receive cryogenic burns.
However, extremely low temperatures are not only hazardous to people. While stainless steel
and aluminium will remain ductile, carbon steel and low alloy steel will become brittle and
fractures are likely if exposed to such low temperatures. Standard ship steel must therefore be
protected and insulated from any possible exposure to LNG.
3.2.Flash Fire
A flash fire occurs when a cloud of gas burns without generating any significant overpressure.
The cloud of methane (with an ethane/propane mixture) can only ignite if the concentration in
air is above the Lower Flammable Limit (LFL) and below the Upper Flammable Limit (UFL). The
flammability range for methane is 5% (LFL) to 15% (UFL). Furthermore, the gas cloud can only
ignite as it disperses and encounters an ignition source (naked fires, ignition engine, spark).
An ignited cloud will flash back across its entire flammable mass (within the flammability
range). The duration of the flash fire is relatively short, but it may stabilize as a continuing jet
fire or pool fire.
84
The following safety instructions are to be undertaken in order to avoid fire:
- All sources of ignition in the safety zone are to be strictly prohibited
- Personnel must be trained for firefighting
- Advise where smoking and naked fires are not allowed
- Full firefighting procedures and instructions are to be established for the ship.
3.3.Pool Fire
In case of a large leak, air cannot generate enough heat to vaporize the complete amount of
LNG. A part of the LNG will form a pool. In a burning pool a flashfire may occur. A pool fire can
generate a thermal radiation up to 200kW/m². For comparison: a person in protective clothing
will typically withstand 12kW/m² for a short time. The heat of the fire will allow a faster
evaporation, which will result in a smaller pool and a manageable fire.
3.4.Jet Fire
Jet fires are burning jets of gas or atomized liquid whose shape is dominated by the
momentum of the release. Jet fires typically result from gas or condensate releases from high-
pressure equipment, e.g. HP pump, high pressure piping, etc. Jet fires can originate in a liquid,
released under high pressure, containing gas which can result in a mist of small droplets.
Typical conditions for this are at a pressure over 2 bar.
3.5.Asphyxia
Methane or natural gas is not toxic. However, the release of natural gas in an enclosed or
semi-enclosed area can result in asphyxiation due to the lack of oxygen in the air.
Concentrations of 50% by volume (methane in air) may cause difficulties in breathing and will
deteriorate both the ability to respond and muscle coordination.
3.6.Explosion
A vapour cloud explosion can occur when a large flammable mass of hydrocarbon vapour is
ignited in a confined space. In an open space or outdoors, the methane gas will burn slowly
with vertical expansion of the gas. In a methane cloud, outside a confined space, the flame will
propagate slowly, which will not result in an explosion.
3.7.Boiling liquid expanding vapour explosions BLEVE
Boiling liquid expanding vapour explosions (BLEVEs) are a phenomenon associated with the
sudden and catastrophic failure of a pressure vessel. This occurs when the pressure vessel
comes in contact with a flame. A BLEVE occurs when the heat of the fire increases the internal
vessel pressure causing the vessel to fail catastrophically. Upon failure of the vessel, the
sudden decompression produces a blast. At this time the liquid, the temperature of which is
well above its atmospheric boiling point, evaporates, creating a large gas cloud. If situated
within the flammability limits, this gas cloud will ignite spontaneously, causing a fireball. Low
pressure tanks are virtually immune from this phenomenon.
3.8.Rapid Phase Transformation
This is a very rapid transformation of LNG to gas mainly due to submersion in water. This can
locally cause a serious explosion, with slight overpressure at a large distance. The risk of RPT
is limited to the LNG/water mixing zones. The intensity of explosion will well remain under the
sonic boom but would rather manifest itself as an audible pressure wave.. This is unlikely to
cause structural damage to a ship or jetty. RPT has not yet resulted in any known major
incidents involving LNG.
3.9.Trapped LNG
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If LNG is trapped in the piping, a phase transition will cause local pressure build up. The
expansion can potentially cause a pipe burst leading to a significant release of LNG. All pipe
sections and tanks shall therefore be secured with thermal relief valves. Always take special
precautions when carrying out system modifications or maintenance, as trapped gas can lead
to fatal consequences.
3.10.Overfilling of tanks
Due to the high thermal expansion coefficient of LNG, the quantity to be bunkered may be less
than the maximum filling capacity of the tank. A loading curve must be available to allow the
maximum filling capacity of the receiving ship to be calculated on the basis of the shape of the
tank and the properties of the fuel (pressure, temperature and density).
3.11.Leaks - bunker arm and bunker hoses
Possible causes:
 component or system failure
 unexpected movement of the ship or one of the ships (ship  ship)
 human error
 poor or no coordination between supplier and receiving ship
It is therefore important that operations are monitored in a coordinated fashion and that all
materials and connections are carefully inspected prior to the commencement of the
bunkering operation. This is an essential part of the checklist. It is recommended to use a
bunker arm for bunkering operations, ship  ship and fixed installation  ship.
3.12.Rollover and stratification
When in a tank LNG stratifies in different layers of different densities, a sudden mixing of
these layers can occur, this is called "roll-over". This phenomenon causes a sudden release of
potentially hazardous LNG vapours. Suppliers and users of LNG should be aware of the
potential risks of this phenomenon.
3.13.Contamination of the bunker lines
If moisture or CO2 is present in the line during cooling, icing will occur, causing damage to
various components and possibly resulting in the line being blocked. This risk is prevented by
purging with N2. Foreign objects in the line may have a similar effect.
3.14.Hazards to the environment

Methane gas on board of a ship may be released through the vent mast for various reasons
(e.g. overpressure). Methane is a more severe greenhouse gas than CO2 and therefore
methane releases should be kept to emergencies only. Running the engine or boiler to lower
the pressure is a much more environmentally friendly solution.
The most likely source of methane releases is during the purging of the pipes to avoid gas to
be trapped in them. When LNG is released under water (e.g. sinking or capsizing of a ship) it
will rise to the surface, causing the surrounding water to be saturated with gas.
4. Basic principles for safe LNG bunkering
To ensure a safe LNG bunker operation, ISO uses 3 lines of defences:
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 First line:
Requirements for operations, systems and components aiming at prevention of accidental
LNG releases that could develop into hazardous situations.
 Second line:
Requirements for containing and controlling hazardous situations in the case of an accidental
release of gas
 Third line;
Establishing emergency preparedness through procedures and plans to minimize
consequences and harmful effects in situations that are not contained by the second LOD.
5. Operational LNG bunkering in the Port of Antwerp

5.1.Field of application
These procedures are aimed at ensuring safe and efficient LNG bunkering operations. They
cover the entire operation, including both operational processes and the required technical
solutions. The bunkering operations are assumed to take place within the port boundaries.
Since the port is located within an urban and industrial area, the most stringent safety
standards are applicable.
5.2 General rules
 Cooling phase: to be carried out in accordance with the transfer system specifications.
The entire transfer system must be checked for possible leaks during this phase. The
transfer must be stopped when the slightest irregularity is detected.
 Transfer phase: When the cooling phase has ended and the system is stable, the pumping
speed may be increased to the agreed value.
 Topping up phase: Special attention to be paid by the receiving ship. The ESD shall not be
used to stop the bunkering operations.
 Blowout and draining of the transfer system: The pipes must always be drained of liquid
and subsequently filled with nitrogen prior to disconnection.
 Decoupling of the pipes (hoses): The methane content must be measured prior to
disconnection. The value measured must be less than 2% by volume.
To prevent moisture or oxygen ingress in the pipe resulting in icing or a flammable

atmosphere, the pipe must always be sealed and remain sealed as long as it is not used.
5.3.Permissions and documents
Documents needed at the location of the bunkering operations, and available to the HMO:
 SDS of supplied LNG
 Certificates of all LNG transfer equipment, personal protective equipment and firefighting
equipment.
 Emergency response plan
 Class certificates of all vessels involved
 Crew training certificates
 Bunker checklists
These documents must, upon request, be presented to, or kept available for inspection by, the
HMO. All relevant documents related to the bunker operations shall be kept on board of the
receiving vessel for at least 6 year.
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5.4.Compatibility between receiving vessel and supplier
It must be clarified well in advance of the planned operations that mooring and bunkering
equipment of receiver and supplier are compatible, so that bunkering operations can be
conducted safely. Depending on the scenario (terminal-ship, ship-ship, truck-ship) the
adequate bunker checklists for LNG of the Port of Antwerp or an equivalent checklist shall be
used, filled in and followed.
5.5.Communication between receiver and supplier
 English shall be used, unless otherwise agreed by all parties involved.

 A reliable means of communication shall be available throughout the operation.
 Where necessary, the supplier shall provide safe means of communication.
 In case of failure of these means of communications, the bunker operation shall
immediately be stopped until communication is restored.
The use of electronic means of communications can be dispensed with if the responsible
persons of the receiver and supplier can see and talk to each other from their normal working
positions throughout the bunker operation.
5.6.ESD system
Each truck, terminal or ship shall have an Emergency Shut Down system for quick and safe
shutdown of the entire operation in case of emergency. Prior to the start of each bunkering
operation, the ESD must be checked and tested.
5.7.Weather conditions
 LNG bunker operations are not allowed when wind exceeds force 8 (Beaufort).
 With wind speeds above 6 on the Beaufort scale, special permission must be obtained
from the HMO.
 The local situation shall be very important.
 Vessels involved in the bunker operations must be moored so that they are able to
withstand forces caused by wind, waves, swell or other external factors.
 No LNG bunker operations shall be started in an ongoing electrical storm.
 If during LNG bunker operations an electrical storm appears with lightning strikes in the
neighbourhood, the operation shall immediately be suspended and all systems secured.
 Before restarting the operations permission must be obtained from the HMO.
5.8.Visibility
 During the entire bunker operation the complete bunker area must be clearly visible at all
times.
 During the night there shall be enough safe lighting to meet the foregoing requirement.
If visibility is restricted due to fog or smoke, the operation shall immediately be suspended
until the complete area is clearly visible again.
5.9.Scuppers
The scuppers on board the vessels should be open to avoid the formation of a liquid pool,
which may result in a pool fire.
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5.10.Unplanned stop of operations
If LNG transfer has come to a unplanned stop, all systems shall be brought to a safe condition
before restarting, In addition, the system shall be rechecked as per pre-bunkering procedures.
5.11. Training of personnel involved
The level of training for personnel involved in gas handling is laid down in IMO, MSC(86),
STCW, ISO guidelines for systems and facilities for the supply of LNG as fuel for vessels,
ADN/ADR, etc.
The qualifications for the terminal personnel involved are industry standards such as SIGTTO,
ISGINTT and dedicated LNG handling training.
All personnel involved in LNG bunkering operations must have received relevant training.
5.12.Responsibilities and qualifications
The responsibilities are laid down by the relevant legislation. A general overview of the various
responsibilities is given below. In case of conflicts with the applicable regulations, the latter
shall take precedence.
Responsible persons include the following:

Master, chief engineer, skipper of receiving ship
Master, chief engineer, truck driver of supplier
Terminal operators, personnel on duty in the LNG transfer zone
Responsibilities and control (not limited):

Responsibilities for the supplier
 Responsible for means of communication, if necessary
 Responsible for condition of LNG equipment and bunker line up to manifold of the
receiving ship
Responsibilities for the receiver

 General overview of the bunkering operation
 Responsible for condition of LNG equipment and bunker line starting from manifold of the
receiving ship
Responsibilities for both parties

 Each party is responsible for the completing and monitoring of his part of the checklists.
 Each party can abort the bunker operation at any time
 Each party is responsible for an efficient emergency response
Each party is responsible for the training and rest periods of his staff, the implementation and
follow up of all applicable safety measures.
5.13.Emissions
To the extent possible, no methane - a powerful greenhouse gas - may be released into the
atmosphere.
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6 Practical LNG transfer procedures
6.1.Truck to ship LNG transfer
6.1.1 Conditions prior to bunkering
 Bunkering location requested and permitted by the HMO.

 Truck-ship LNG transfer is only permitted at tide-insensitive quays.
 Supplier and recipient have aligned their respective safety and emergency plans
 Earthing and static electricity: the truck shall be connected to an earthing point at the
quay (in good working order) to prevent static build up.
6.1.2 Conditions prior to the effective start of bunkering operations
 The checklist prior to bunkering operations has been truthfully and completely filled in
and signed by the parties.
 The truck must be earthed prior to connecting the pipe(s).
 The filling pipe must be insulated so that no direct contact is possible between the metal
of the ship and that of the truck.
 The safety area both on board the vessel and on shore must be clearly indicated.
 The truck must at all times be able to freely leave the bunkering location in forward gear.
 Firefighting equipment on board of the receiving vessel and at the truck shall have been
tested and be ready for immediate use. Special attention is needed when testing at
freezing temperature.
 All openings in the safety zone, such as windows, doors, portholes and the like shall be
closed during bunker activities.
safety zone
25 m
The ship must, if possible prior to the operations, be moored

‘head out’, so it can quickly and easily leave the berth. A
different mooring configuration must be agreed in advance with
the HMO.
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6.1.3 Conditions during bunkering
 The transfer checklist has been truthfully filled in.

 Sufficient personnel shall be present both on board the receiving vessel and on the
supplying truck.
 A clear communication language has been agreed.
 Where direct contact is not possible, the necessary secure means of communication are
in place.
6.1.4 Conditions after bunkering
 The post-bunkering checklist has been truthfully filled in.

 The applicable procedures are carefully observed prior to disconnecting and storing the
hoses.
 The earthing of the truck must be disconnected.
6.2.Ship to ship LNG transfer
 Bunkering requested and permitted by the HMO for the specified quay.
 Supplier and recipient have aligned their respective safety and emergency plans
 Mooring equipment and procedure have been examined and approved by both ships
 Sufficient fenders are provided to prevent steel-on-steel contact.
 The bunkering ship must be moored so that it can leave quickly and safely if necessary.
 The responsibility for correct mooring and unmooring of the bunkering ship lies with the
master of that vessel.
 Both vessels must be moored professionally. Safe access to both ships must be possible
at all times.
 signed by the parties.
 The safety zone on board of both ships must be clearly indicated.
 The attention zone on board of the receiving ship must additionally be indicated. The
width depends on the possibilities on board.
 Firefighting equipment on board of the receiving vessel and the supplying ship shall have
been tested and be ready for immediate use. Special attention is needed when testing at
freezing temperature.
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safety zone
place of the manifold
attention zone
30 m
30m

supplying vessel.
 Communication language has been agreed.
 Both parties are in possession of secure means of communication medium enabling them
to communicate at any time.

hoses.
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6.3.Terminal to ship
 Bunkering requested and permitted by the HMO for the relevant terminal.
 Supplier and recipient have aligned their respective safety and emergency plans.
 Mooring equipment and procedure have been examined and approved by the receiving
ship and the terminal.
 Sufficient fenders are provided to avoid direct contact between the quay and the ship.
 The receiving ship must be moored so that it can leave quickly and safely if necessary.
 The responsibility for correct mooring and unmooring of the receiving ship lies with the
master of that vessel.
 Safe access to the moored ship must be guaranteed at all times.
 Earthing and static electricity: the bunker line shall be electrically conductive and at least
one end be fitted with an insulating flange. Steel to steel electrical contact through e.g..
mooring lines, gangways and the like shall be avoided at all times.
 The safety area must be clearly indicated on board of the ship and on shore.
Loading arm or flexible terminal
Manifold receiving ship
The terminal is a Seveso establishment that

must comply with the relevant regulations.
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terminal.
 Communication language has been agreed.
 Both parties are in possession of secure means of communication medium enabling them
to communicate at any time.

hoses.
6.4.Simultaneous operations
With reference to MSC 95/INF.17 of 31/3/2015 of IMO, simultaneous operations such as

loading and/or unloading are prohibited.
Simultaneous activities may be permitted by the HMO upon submission of a positive safety
audit. Such a safety audit must relate to the relevant planned simultaneous activities and be
submitted, together with the bunkering request, to the HMO at least three working days prior
to the bunkering. All parties involved must approve of the simultaneous activities. (ship,
terminal, etc.)
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3.8 CONDITIONS FOR DIVING OPERATIONS, REPAIRS, BLASTING AND PAINTING WORK
3.8.1 Diving operations on vessels and floating structures
Conditions for diving operations & cleaning and repairs on vessels and floating structures below the
waterline
Permission to be obtained from the Harbourmaster's Office using the form HKD16 - Permission
diving, cleaning, repairing below waterline.
1. Conditions for diving operations
1.1 NOTIFICATION PROCEDURE

The applicant must notify the Chief dock master on shore (Tel +32/3/229.67.33 or VHF 63) and
the Antwerp Coordination Centre (Tel 0032/3/229.71.23 or VHF 18) at the start and end of the
work.
1.2 DIVING CREW

Pursuant to art. 23 of the Royal Decree of 23 December, a diving crew consists at least of:
1° one diver
2° one safety diver
3° one diving superintendent who also acts as surface assistant.
For diving operations required for the cleaning of submerged ship parts, the contractor / client
must contact the Nautical Commission to request permission: see 2.3. Conditions for underwater
cleaning
1.3 ACTIVITIES
At night and when visibility is poor, the position of the diver must be indicated by an orange
flashing light. If safe diving is not possible, the diving operations must be stopped immediately.
1.4 WORKBOAT
The presence of a workboat, fitted with marine radio equipment and an orange flashing light is
advisable at all times, but absolutely required in the following cases:
 when during diving and/or salvaging operations in the waterway there is a risk of
vessels mooring at or passing at the work site;
 when approaching or passing vessels cannot be notified in good time of the diving
operations.
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Approaching and passing vessels shall be notified in good time by the crew of the workboat.
Wherever vessels do not obey the safety warnings, the dock master or the maritime police shall
immediately be notified thereof.
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2. Conditions for cleaning and repairs on vessels
2.1 Definitions / delimitation of the scope
A. These regulations apply only to vessels and floating structures that are not permanently
connected to the landside.
B. These regulations apply only the following activities:
 REPAIR of objects referred to in 1): by repair is meant: welding and burning work below
the waterline, mechanical and electrical work necessary to maintain the vessel in a
seaworthy and/or safe condition, or to restore such condition.
 CLEANING BELOW THE WATERLINE: by this term is meant all cleaning work on the hull
below the waterline that effectively involves a risk to the environment, and to the water
column and the sediment in particular.
2.2 Conditions for repairs
◦ Adverse effects vary according to the technique used. The applicant must first consult with
the Environment Department before any exception to, or departure from, the following
measures can be granted. If the required measures cannot be met, the work shall not be
started or the work shall be stopped.
◦ The work shall be carried out using techniques that cause as little pollution as possible to
Air, Water, Soil, and Sediment. Appropriate preventive measures shall be taken according
to the rules of due care.
◦ Should, in spite of implementation of the aforesaid environmental precautions, the work

give rise to the dispersion of pollutants as a result of the prevailing conditions (e.g. strong
current), the work shall be stopped as soon as dispersion sets in and the pollutants can no
longer be recovered or captured.
◦ The work area must be orderly and thoroughly cleaned at the end of the work. The issue
certificates must be retained and submitted upon request.
◦ All equipment to be used must be in sound condition and in good repair. Where
appropriate, inspection certificates shall be kept available for inspection.
◦ All waste shall be sorted and delivered ashore in accordance with the applicable waste
legislation (HYPERLINK “http://navigator.emis.vito.be/milnav-consult/”).
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2.3 Conditions for underwater cleaning
Cleaning of submerged ship parts is forbidden, with the exception of:
 Cleaning of the propeller, provided this is done with synthetic brushes of which the
hardness is lower than the material the propeller consists of.
 Ship hulls of which the owner can proof that it is painted with non-toxic antifouling
paint, (1) approved (2) by the Port of Antwerp (PoA), and insofar the sedimentation of
organisms keeps within the limits stipulated by the PoA.
 Cleaning of the hull or propeller with a machine that is approved by the Port of
Antwerp, after it has followed a test procedure. Before, during, and after the works, the
conditions, described in the permit, need to be followed.
1
Paint qualities referred to, are those which do not release toxins that kill living organisms which are willing to deposit to
the hull. Those paint qualities are typically smooth and hard. They make it difficult for organisms to attach to this kind of
paint system, and as a result they are washed away by the force of the water that flows along the hull during shipping.
2 The non-toxic paint qualities referred to, have to follow previously an approval procedure which mainly consists of
leaching tests in laboratories which measure the chemical leaching of components in the water during hardening of the
paint, after any polishing and after underwater cleaning. Also an eco-toxicity test is carried out on some standard
organisms. The number of dying organisms after staying for some time in the leaching water, may not be specifically
higher than the ones staying in clean water.
For more details regarding the approval procedure, please contact the Environmental Department of the Port of
Antwerp: milieu@portofantwerp.com, 0032/3/205.24.00 (during office hours).
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3. Conditions for hot work
By hot work is meant: The use of open fires and flames, power tools or hot rivets, grinding, soldering,
burning, cutting, welding or
any other work involving heat or producing sparks which may lead to a hazard because of the
presence or
proximity of dangerous or flammable substances.
3.2 Conditions
1. This permission can be revoked at any time, without the contractor being able to
make any reservations or claim any compensation.
2. The contractor must take all appropriate precautions to prevent accidents.
3. At all locations where an explosive mixture may be formed, burning or welding work
and/or any other work involving a fire hazard may be performed only if the contractor
installs equipment that indicates the presence of an explosive mixture via an audible
and/or visual alarm signal. When this alarm is activated, the work must be stopped
immediately.
4. In addition to the equipment referred to in 3, a sufficient number of fire extinguishers
and/or other firefighting equipment must be available and ready for use.
5. No flammable and/or other dangerous goods may be present in the vicinity of the
work.
6. Adequate space shall be provided between the work area and seagoing vessels
and/or barges and trucks and/or rail cars carrying dangerous and/or flammable
goods. No hot work shall be conducted on board of ships during bunker operations.
7. The contractor shall be liable and hold harmless the Antwerp Port Authority from any
damage and accidents incurred or suffered by anyone, directly or indirectly, as a
result of the execution of the above-mentioned work/operations.
8. In the event of default by the contractor, the Antwerp Port Authority reserves the right
to automatically make the necessary arrangements to ensure safety, at the expense
and risk of the contractor.
9. Where the work and/or the circumstances require a gas-free certificate, such
certificate shall be valid for maximum 24 hours. Only gas-free experts recognised by
the Antwerp Port Authority are authorised to issue said certificates in the port area.
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3.8.2 Diving operations required for inspection and/or repair of port infrastructure
Conditions for diving operations, inspections and repair of port infrastructure
Permission to be obtained from the Harbourmaster's Office using the form HKD17 - Permission
diving work on port infrastructure.
1. Conditions for diving operations
1.1 NOTIFICATION PROCEDURE

The applicant must notify the Chief dock master on shore (Tel +32-3-229 67 33 or VHF 63)
and the Antwerp Coordination Centre (Tel +32-3-229 71 23 or VHF 18).
1.2 DIVING CREW

Pursuant to art. 23 of the Royal Decree of 23 December, a diving crew consists at least of:
1° one diver
2° one safety diver
3° one diving superintendent who also acts as surface assistant.
1.3 ACTIVITIES
At night and when visibility is poor, the position of the diver must be indicated by an orange
flashing light. If safe diving is not possible, the diving operations must be stopped
immediately.
1.4 WORKBOAT
The presence of a workboat, fitted with marine radio equipment and an orange flashing light
is advisable at all times, but absolutely required in the following cases:
 when during diving and/or salvaging operations in the waterway there is a risk of vessels
mooring at or passing at the work site;
 when approaching or passing vessels cannot be notified in good time of the diving
operations.
Approaching or passing vessels shall be notified in good time by the crew of the workboat.
Wherever vessels do not obey the safety warnings, the dock master or the maritime police
shall immediately be notified thereof.
2. Conditions for diving operations, inspections and repairs of port infrastructure
These regulations apply only to port infrastructure in the port area.

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2.2 Conditions for repair work
◦ Adverse effects vary according to the technique used. The applicant must first consult with
the Environment Department before any exception to, or departure from, the following
measures can be granted. If the required measures cannot be met, the work shall not be
started or the work shall be stopped.
◦ The work shall be carried out using techniques that cause as little pollution as possible to
Air, Water, Soil, and Sediment. Appropriate preventive measures shall be taken according
to the rules of due care.

give rise to the dispersion of pollutants as a result of the prevailing conditions (e.g. strong
current), the work shall be stopped as soon as dispersion sets in and the pollutants can no
longer be recovered or captured.
◦ The work area must be orderly and thoroughly cleaned at the end of the work. The issue
certificates must be retained and submitted upon request.
◦ All equipment to be used must be in sound condition and in good repair. Where
legislation (URL: http://navigator.emis.vito.be/milnav-consult/).
2.3 Conditions for work at locks


o Any diving operations shall be carried out in accordance with the provisions of the Royal
Decree of 23 December 2003 on the protection of workers operating in a hyperbaric
environment. The contractor shall apply for a diving permit with the Shipping Management
department.
(Contact: Chief Traffic Controller lock/dock management, tel +32-3-229 71 12). Diving
operations must be clearly communicated to the bridge/lock keeper of the nearest lock
complex.
o Each party planning to undertake diving operations in the vicinity of a lock is required to
report daily, at the start of the work, to the bridge/lock keeper (BSW) of the lock complex to
apply for a work permit. It is important to clearly specify the nature of the work. The BSW is
thus informed of the specific work to be carried out during the day. A specific
communication channel shall be used to maintain contact with the persons on site
throughout the duration of the work, so that possible interventions can be communicated.
In addition, the bridge/lock keeper shall be provided with a site plan of the exact location of
where the work is to be carried out. This location plan is an integral part of the work permit.
At the end of the day's work the contractor must sign off with the bridge/lock keeper.
o The established procedures and the instructions of the traffic controller must be strictly
followed.
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3. Conditions for hot work
By hot work is meant: The use of open fires and flames, power tools or hot rivets, grinding,
soldering, burning, cutting, welding or
any other work involving heat or producing sparks which may lead to a hazard because of the
presence or
proximity of dangerous or flammable substances.
3.4 Conditions
1. This permission can be revoked at any time, without the contractor being able to
make any reservations or claim any compensation.
3. At all locations where an explosive mixture may be formed, burning or welding work
and/or any other work involving a fire hazard may be performed only if the contractor
installs equipment that indicates the presence of an explosive mixture via an audible
and/or visual alarm signal. When this alarm is activated, the work must be stopped
immediately.
4. In addition to the equipment referred to in 3, a sufficient number of fire extinguishers
and/or other firefighting equipment must be available and ready for use.
5. No flammable and/or other dangerous goods may be present in the vicinity of the
work.
6. Adequate space shall be provided between the work area and seagoing vessels
and/or barges and trucks and/or rail cars carrying dangerous and/or flammable
goods. No hot work shall be conducted on board of ships during bunker operations.
7. The contractor shall be liable and hold harmless the Antwerp Port Authority from any
damage and accidents incurred or suffered by anyone, directly or indirectly, as a
result of the execution of the above-mentioned work/operations.
8. In the event of default by the contractor, the Antwerp Port Authority reserves the right
to automatically make the necessary arrangements to ensure safety, at the expense
and risk of the contractor.
9. Where the work and/or the circumstances require a gas-free certificate, such
certificate shall be valid for maximum 24 hours. Only gas-free experts recognised by
the Antwerp Port Authority are authorised to issue said certificates in the port area.
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3.8.3 Repairs to ships and above-water floating structures
Conditions for welding and burning work and minor painting, repair and mobilisation work on
vessels and floating structures above the waterline
Permission to be obtained from the Harbourmaster's Office using the form HKD20 - Permit
burning, welding, painting repair above waterline.
1. Conditions for welding and burning work (= hot work)
1.2. Definitions / delimitation of the scope
soldering, burning, cutting, welding or any other work involving heat or producing sparks which
may lead to a hazard because of the presence or proximity of dangerous or flammable
substances.
1.3. Conditions
1. This permission can be revoked at any time, without the contractor being able to make any
reservations or claim any compensation.
3. At all locations where an explosive mixture may be formed, burning or welding work and/or
any other work involving a fire hazard may be performed only if the contractor installs
equipment that indicates the presence of an explosive mixture via an audible and/or visual
alarm signal. When this alarm is activated, the work must be stopped immediately.
4. In addition to the equipment referred to in 3, a sufficient number of fire extinguishers and/or
other firefighting equipment must be available and ready for use.
5. No flammable and/or other dangerous goods may be present in the vicinity of the work.
6. Adequate space shall be provided between the work area and seagoing vessels and/or
barges and trucks and/or rail cars carrying dangerous and/or flammable goods. No hot work
shall be conducted on board of ships during bunker operations.
7. The contractor shall be liable and hold harmless the Antwerp Port Authority from any damage
and accidents incurred or suffered by anyone, directly or indirectly, as a result of the
execution of the above-mentioned work/operations.
8. In the event of default by the contractor, the Antwerp Port Authority reserves the right to
automatically make the necessary arrangements to ensure safety, at the expense and risk of
the contractor.
9. Where the work and/or the circumstances require a gas-free certificate, such certificate shall
be valid for maximum 24 hours. Only gas-free experts recognised by the Antwerp Port
Authority are authorised to issue said certificates in the port area.
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2. Conditions for minor painting, repairs and mobilisations
 These regulations apply only to vessels and floating structures that are not permanently
connected to the landside.
 These regulations apply only to minor works, notably:
2.1.1 REPAIRS AND MOBILISATIONS of objects referred to in 1):

 By repairs is meant: All welding and burning work, mechanical and electrical work
necessary to maintain the vessel in a seaworthy and/or safe condition, or to restore
such condition;
 By mobilisations is meant the work to make the vessel seaworthy, i.e. structural
changes that are not of a permanent nature;
 By conversion is meant that the vessel undergoes permanent structural changes.
The objective distinction between repair-mobilisation on the one hand and conversion
on the other hand is made by classification societies: they decide whether or not a new
certificate needs to be issued for work to performed on a vessel. The regulations apply
when no new certificate is issued by a classification society.
2.1.2 PAINTING WORK

by this term is meant painting work, with prior cleaning and/or surface treatment work,
that effectively involves a risk to the environment, and to the water surface and the
atmosphere in particular.
The risk zone is determined by the place of execution of the work aboard the ship. The 3
risk zones are: ship's side, deck, and accommodation/superstructure.
Remarks:
- climatic conditions may increase the risk
- this covers all painting, cleaning or surface treatment techniques without distinction
2.1.3 These regulations apply only to work above the waterline; underwater work and
cleaning fall outside the scope of these regulations.
2.1.4 Blasting work

All blasting work on floating material above the waterline is prohibited.
2.2 General conditions
◦ Adverse effects vary according to the technique used. The applicant must first consult
with the Environment Department before any exception to, or departure from, the
following measures can be granted. If the required measures cannot be met, the work
shall not be started or the work shall be stopped.
◦ The work shall be carried out using techniques that cause as little pollution as possible
to Air, Water, Soil, and Sediment. Appropriate preventive measures shall be taken
according to the rules of due care.

give rise to the dispersion of pollutants as a result of the prevailing weather conditions,
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the work shall be stopped as soon as dispersion sets in and the pollutants can no longer
be recovered or captured.
◦ The SDS sheets of these products with hazardous properties must be kept available for
the Antwerp Port Authority.
◦ The necessary means of intervention, such as absorption material, overpack drums,

means of protection, etc. must be present so that in the event of leaks, inadequate
packaging, spills, or other incidents, immediate action can be taken to minimise
potential harmful effects.
◦ The work area must be thoroughly cleaned at the end of the work.
legislation (see http://navigator.emis.vito.be/milnav-consult/ for further info). The
delivery certificates must be retained and submitted upon request.
2.3 Conditions for repairs and mobilisations
 All equipment to be used must be in sound condition and in good repair. Where
 If welding and burning work needs to carried out, reference will be made to 1.
Conditions for welding and burning work
2.4 Conditions for painting work
For painting work the following measures apply:
 The toxicity of the paint must be kept as low as possible. The paints must contain as little
solvent as possible and be free of coal tar.
 The application loss shall not exceed 20%. Suitable techniques shall be applied to keep
the application loss below this threshold.
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3.8.4 Repairs to port infrastructure above water
1. Conditions for welding and burning work (= hot work)
Permission to be obtained from the Harbourmaster's Office using the form HKD18 - Repairs to
port infrastructure above water .
1.2. Definitions / delimitation of the scope
soldering, burning, cutting, welding or any other work involving heat or producing sparks which
may lead to a hazard because of the presence or proximity of dangerous or flammable
substances.
1.3. Conditions:
1. This permission can be revoked at any time, without the contractor being able to make any
reservations or claim any compensation.
3. At all locations where an explosive mixture may be formed, burning or welding work and/or
any other work involving a fire hazard may be performed only if the contractor installs
equipment that indicates the presence of an explosive mixture via an audible and/or visual
alarm signal. When this alarm is activated, the work must be stopped immediately.
4. In addition to the equipment referred to in 3, a sufficient number of fire extinguishers and/or
other firefighting equipment must be available and ready for use.
5. No flammable and/or other dangerous goods may be present in the vicinity of the work.
6. Adequate space shall be provided between the work area and seagoing vessels and/or
barges and trucks and/or rail cars carrying dangerous and/or flammable goods. No hot work
shall be conducted on board of ships during bunker operations.
7. The contractor shall be liable and hold harmless the Antwerp Port Authority from any damage
and accidents incurred or suffered by anyone, directly or indirectly, as a result of the
execution of the above-mentioned work/operations.
8. In the event of default by the contractor, the Antwerp Port Authority reserves the right to
automatically make the necessary arrangements to ensure safety, at the expense and risk of
the contractor.
9. Where the work and/or the circumstances require a gas-free certificate, such certificate shall
be valid for maximum 24 hours. Only gas-free experts recognised by the Antwerp Port
Authority are authorised to issue said certificates in the port area.
2. Use of fires - hot work (*) - use of shrink devices in the port area.
Pursuant to the Municipal Port Police Regulations, no operations involving a risk of fire shall
be carried out in the port area without special written permission from the Harbourmaster.
The use of open flame systems as an alternative to fumigation is prohibited.
The above-mentioned written permission is granted by the Harbourmaster's Office if the

described operations relate to a specific activity for a limited period of time.
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Requests for permission must in principle reach the Harbourmaster's Office no later than 24
hours (Saturdays, Sundays and legal public holidays not included) prior to the planned date
of the work.
The request must include a clear description of the place, the location aboard the ship,
where appropriate, the nature of the work and the exact time of execution of the work. The
document attached as annex to the request can be used for this purpose. Applicants must
strictly follow all provisions contained in the permits.
In cases of extreme urgency where the specified submission deadline cannot be met,
permission can be requested by telephone from the harbourmaster in charge of berths, or,
outside normal office hours, from the on-duty harbourmaster, provided such telephonic
request is immediately confirmed in writing and the request clearly specifies from whom
permission was sought and when.
For work requiring a gas-free certificate (ref. art. 3.13.9 of the MPPR), a copy of the gas-free
certificate must be e-mailed to the Harbourmaster's Office AND to the chief dock master prior
to the commencement of the work.
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3. Long-Term Permit
Contractors who regularly carry out such operations at their own concession sites / in their own
workshops, can request a long-term permit from the Harbourmaster.
A 'long-term permit' can be requested for a period to be determined by the applicant, which shall,
however, not exceed 1 year.
If the 'long-term permit' is to be extended, a new request must be submitted 1 month prior to its
expiry. Such request for extension must refer to the ongoing permit.
A 'long-term permit' is valid only for the performance of the above-mentioned activities at one's
own concession site or workshop insofar as they are not performed on a front quay or jetty or on
vessels moored at quays or jetties of the relevant concession.
3.1 Conditions for obtaining a long-term permit
 Attach a location plan of the welding and burning work.

 Submit internal safety procedure for welding and burning
 Environmental permit (or environmental permit for the operation of a classified
establishment or activity) to be included, if present
 Attach emergency response plan (ref. Article 4.2.3 of the MPPR):
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3.8.5 Blasting and painting work on steel structures on the front quay
Conditions for blasting work on steel structures on the quay
Permission to be obtained from the Harbourmaster's Office using the following link to form
HKD15 - Blasting and painting work on steel structures on the front quay.
Definitions/scope of application:
This regulation applies to all steel structures located on the quay, at a distance of less than 20m
from the quay wall, and to permanently installed steel structures in the water, such as jetties,
dolphins and the like. The regulation contains provisions aimed to prevent waste being generated
during blasting and painting from ending up in the surface water.
1. Conditions for blasting work
 Adverse effects vary according to the blasting technique used.

 The work shall be carried out using techniques that cause as little pollution as
possible to Air, Water, Soil, and Sediment. Appropriate preventive measures shall
be taken according to the rules of due care.
 Should, in spite of implementation of the aforesaid environmental precautions,
the work give rise to the dispersion of pollutants as a result of the prevailing
weather conditions, the work shall be stopped at one's own discretion as soon as
dispersion sets in and the pollutants can no longer be recovered or captured. The
contractor shall also report this to the Harbourmaster's Office.
 The storage of products to be used and waste must be carried out in accordance
with legal requirements.
 The necessary means of intervention, such as absorption material, oversized
drums, means of protection, etc. must be present so that in the event of leaks,
inadequate packaging, spills, or other incidents, immediate action can be taken to
minimise potential harmful effects.
 The work area must be thoroughly cleaned at the end of the work.
- All waste is sorted and disposed of in accordance with the applicable waste legislation
(see http://navigator.emis.vito.be/milnav-consult/ for details). The issue certificates
must be retained and submitted upon request. A scaffolding structure with the
necessary facilities to prevent dust dispersion to the environment (tarpaulin or
breathable cloth or any other means) is erected around the surface to be cleaned.
Chimney effects must be avoided, for example by providing a tarpaulin along the front
of the scaffolding.
- The bottom of the structure to be blasted must also be provided with a waterproof
tarpaulin to collect all blasted off paint particles, blasting grit and/or blasting water
without spilling to the surface water. This no-spill requirement also applies during
periods of precipitation.
- If solid blasting agents (steel grit, slag, etc.) are used, the bottom tarpaulin must at
least daily (at the end of the work) be left in broom clean condition.
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- If a water technique is used, all the waste water must be collected and transported to
a recognised treatment facility or local water treatment plant.
2. Conditions for paint work, if combined with blasting work
- The toxicity of the paint must be kept as low as possible. The paints must contain as
little solvent as possible and be free of coal tar.
- The application loss shall not exceed 20%. Suitable techniques shall be applied to
keep the application loss below this threshold.
- Flushing of paint pumps, hoses or nozzles on the work floor or in the open air is
prohibited.
3. Actions to be taken
3.1 Commencement of the work
The application for authorisation consists of: a siting plan with indication of the planned
encapsulation, pictures of the site and the structure to be blasted, safety data sheets
(SDS) of dangerous products to be used and the like, which will serve as basis for granting
or refusing the permit.
Depending on the hazard properties specified on the SDS, additional measures may be
imposed.
If there is any risk of contact with ships, it will also be checked whether the structure is
safe for shipping.
3.2 During the work
The encapsulation must be maintained both during blasting and painting work.
It is found that the imposed measures are not complied with, the work can be stopped.
3.3 Completion of the work
The Harbourmaster's Office must be notified of the end of the work to allow an on-site
final inspection to be carried out.
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3.8.6 Immobilisation of vessels
1. Conditions for immobilisation of vessels behind the locks
Permission to be obtained from the Harbourmaster's Office using the form HKD21 - Permission to
immobilise vessels .
Ships that are immobilised and therefore cannot immediately use their engines must have an
emergency tow line attached to both bow and stern, along the waterside.
An emergency tow line is a steel cable of sufficient strength and length, one side of which is
secured to the ship, the other side being provided with an eyelet that is secured one metre above
the waterline with a breakable line. The purpose of this measure is to enable tugs to secure and,
if necessary, tow the ship without the aid of the crew, in the event of a calamity.
At the start and end of the immobilisation, the dock master must be notified on VHF 63.
2. Conditions for immobilisation of vessels on the Scheldt
Ships that are immobilised and therefore cannot immediately use their engines must have an
emergency tow line attached to both bow and stern, along the waterside.
An emergency tow line is a steel cable of sufficient strength and length, one side of which is
secured to the ship, the other side being provided with an eyelet that is secured one metre above
the waterline with a breakable line. The purpose of this measure is to enable tugs to secure and,
if necessary, tow the ship without the aid of the crew, in the event of a calamity.
At the start and end of the immobilisation, the dock master must be notified on VHF 63 and traffic
control centre Zandvliet on VHF channel 85.
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3.9. SHORE POWER SUPPLY
3.9.1 Shore power
For a current version of the available shore supplies for barges in the Port of Antwerp you can
have a detailed overview by using the following link:
- http://www.portofantwerp.com/nl/my-poa/services/havenkaart-met-diensten-voor-de-
binnenvaart
- http://www.binnenvaartservices.be/walstroom/aanvragen.php?lang=nl
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3.10 COLLECTION OF WASTE
3.10.1.Collection of waste from inland navigation vessels
Collection of waste from inland navigation vessels
The collection of shipping waste (except cargo-related waste) from inland navigation vessels in
the Port of Antwerp is organised by the Antwerp Port Authority and/or by a contractor designated
by the Port Authority.
Waste can be delivered to the following two reception facilities:

1. Bilge boat Port of Antwerp
2. Collection points Port of Antwerp
1 Bilge boat– right bank only
Tel 03/229 73 33 - VHF 82, Martens Cleaning

(on behalf of the Antwerp Port Authority)
Mondays to Fridays from 9:00 a.m. to 5:00 p.m.

 Request before 10:00 a.m. = collection on the same day
 Request after 10:00 a.m. = collection on the next day before 2:00 p.m.
Bilge boat can be called for bilge water volumes of min. 1000 l
Small docks (Kattendijk/Hout/Asia and Kempisch Docks)

 Bilge boat can be called for bilge water volumes of min. 2000 l
 Collection within 14 days from request
1.1 locations
Canal Dock B3, B2, B1, Delwaide Dock, Churchill Dock, 6th Harbour Dock, Leopold Dock, Hansa
Dock, Marshall Dock, 4th Harbour Dock, 5th Harbour Dock, Amerika Dock, Albert Dock, Industrie
Dock, Waiting Dock for barges, 3rd Harbour Dock, 2nd Harbour Dock, Kattendijk Dock, Hout
Dock, Asia Dock and Kempisch Dock.
1.2 Permissible waste

1) Oil- and fat-containing shipping waste
a. Bilge water (min. 1000l)
b. Waste oil in bulk
c. Solid oil-containing clean-up waste (cleaning rags, absorbents, oil-containing clean-up
waste, oil-soiled materials, etc.)
a. Propeller shaft and lubricating greases
b. Waste oil in small quantities
c. Oil filters
2) Various small hazardous shipping waste

a. Paint/varnish/lacquer residues, cured/viscous paints/glues/resins and solid paint-
containing clean-up waste
b. Empty packaging of hazardous substances

c. Solvents in small quantities (thinners, turpentine, linseed oil, white spirit, etc.)
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3) Residual household waste
1.3 Non-permissible waste

1) Cargo-related waste
2) Household waste water
3) Restaurant waste and household waste from passengers of restaurant and passenger
vessels
4) Any waste other than permissible waste
2 Collection points
1) K75 – Noordkasteel Park (Right Bank)

Mondays to Fridays from 7:30 a.m. to 3:30 p.m., excluding Sundays and public holidays
2) K601 – Lillo Park (Right Bank)

Mondays to Fridays from 7:30 a.m. to 3:30 p.m., Saturdays from 7:30 a.m. to 11:30 a.m.,
excluding Sundays and public holidays
3) K1103 – Kallo Park (Left Bank)

Mondays to Fridays from 7:30 a.m. to 3:30 p.m., excluding Sundays and public holidays
2.1 Permissible waste

1) Oil- and fat-containing shipping waste
a. Solid oil-containing clean-up waste (cleaning rags, absorbents, oily clean-up waste,
oil-soiled materials, etc.)
b. Waste oil in small quantities
c. Oil and air filters
d. Propeller shaft and lubricating greases
2) Various small hazardous shipping waste
a. Empty packaging containing residues of hazardous substances
b. Paint/varnish/lacquer residues
c. Cured/viscous paints/glues/resins and solid paint-containing clean-up waste
d. Aerosols
e. Acids and bases (battery acid, sulphuric acid, fixing liquids, liquid drain cleaners,
caustic soda, ammonia, etc.)
f. Solvents in small quantities (thinners, turpentine, linseed oil, white spirit, etc.)
g. Lead accumulators and batteries
h. Used electrical and electronic equipment
i. Fluorescent tubes
3) Non-dangerous shipping waste
a. Residual household waste
b. Paper and cardboard
c. Large shipping waste (slings, fenders, etc.)
d. Wood
e. Glass (no flat glass)
2.2 Non-permissible waste

1) Cargo-related waste
2) Bilge water
3) Restaurant waste and household waste from passengers of restaurant and passenger
vessels
4) Any waste other than permissible waste
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3 Conditions
3.1 General conditions

 The skipper should strictly follow the instructions of the representative of the reception
facility.
 The skipper should observe the guidelines indicated via guideline/sorting boards at the
reception facilities.
 Solid waste shall be delivered in leak proof and sealed packaging.
 Waste shall not be mixed with other waste.
3.2 Conditions for bilge boats

 The skipper is required to follow the instructions of the bilge boat master.
 A request for collection can only be made from the Port of Antwerp.
 Other ship-generated waste and household waste is only collected by ship in the case of
bilge water deliveries (minimum quantity 1000 l).
 Bilge water shall not contain any emulsifying substances and be mixed with substances
other than fractions of lubricating and gas oil, grease, refrigerant or antifreeze up to a COD
value of max. 1000 mg/l and shall contain no more sediment than max. 1% of the relevant
volume of bilge water.
 Waste oils and greases shall not be mixed with substances other than fractions of water and
gas oil and contain no more sediment than 1% of the relevant volume or weight.
 Delivery of bilge water and oil is free if a volume from 1000 to 6000 l is delivered per
collection. If the skipper wishes to deliver more bilge water and/or oil, he will be charged the
cost for processing the additional volume. If less than 1000 l is delivered, the collection will
also be charged.
 The oil delivery booklet or the ECO card serve as identification for the right to free delivery.
The waste from a ship that unmistakably belongs to the inland navigation fleet, but that is
not in possession of an oil delivery booklet or an ECO card, may only be received in
compliance with the national regulations. Such a delivery must be followed by the reception
facility issuing a statement to the national institute.
 Any deviations from the above-mentioned parameters shall be reported to the Antwerp Port
Authority. Any additional costs for treatment of the waste will be invoiced.
3.3 Conditions for collection points

 Observe the sorting rules.
 The supplier of dangerous waste is required to follow the instructions of the collection point
operator.
 The supplier of dangerous waste is at all times required to provide detailed information
regarding the nature, properties, composition and/or origin of the waste.
 The supplier of dangerous waste shall ensure that the packaging of the waste complies with
the applicable official regulations.
 The collection point shall be kept clean at all times.
 Deposit the different types of waste in the waste containers provided.
4 Funding system
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 The delivery procedure and the financing system do not apply to seagoing vessels, which are
governed by the provisions of EC Directive 2000/59.
 Since 1 January 2011 a single funding system has been used in the area where the CDNI
Treaty applies. The costs for delivery and disposal of oily and greasy ship-generated waste
are borne by the ship operator. The skipper must pay a 'disposal fee' when bunkering gas oil
from a bunkering company, so that he will not have to pay anything at the time of delivery of
the waste to a waste reception facility.
 Payment of the disposal fee is made via an electronic payment system called "SPE-CDNI".
This system is operated by the international clearance and coordination body, set up under
the CDNI Treaty.
 The electronic payment system consists of two components: the ECO account and the ECO
card. Each ship operator opens an ECO account into which he pays an amount proportionate
to the expected consumption of gas oil. When one of the operator's ships pays the disposal
fee after bunkering gas oil, the amount of the disposal fee is debited to the ECO account.
This is done via the ECO card, which is a type of payment card associated with the ECO
account.
 Payment of the disposal fee entitles the ship operator to deliver oily and greasy ship-
generated waste to a certified reception facility. Upon delivery of the oily and greasy ship-
generated waste, the operator of the reception facility must record the delivery in a valid oil
delivery booklet. Each motorised vessel must have such an oil delivery booklet on board,
except seagoing vessels which maintain an oil journal.
 All ships, with the exception of restaurant and passenger vessels, can deliver their household
waste free of charge in the Port of Antwerp. Vessels that pay port fees can deliver their small
dangerous waste free of charge.
5 Complaints and info
 www.portofantwerp.com
 milieu@haven.antwerpen.be
 03 205 24 03 (Vincent Van Dijck)
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3.10.2. Collection of waste from seagoing vessels
I. Obligations of seagoing vessels
EC Directive 2000/59 on port reception facilities for ship-generated waste and cargo residues
was published on 28.12.2000.
The Directive imposes the following obligations on seagoing vessels:
 notification of the waste 24 hours before arrival of the vessel;

 delivery of the waste in the port;
 payment of a waste disposal fee regardless of whether waste reception facilities are used or not.
Under certain conditions as set out in the Vlarea (Flemish regulations on waste prevention and
management) vessels can be exempted from the above obligations.
Non-exempted vessels must provide the following information 24 hours before arrival:
- ETA-ETD of the ship;

- number of passengers and crew;
- duration of last sea journey;
- name of the collector;
- storage capacity;
- previous port of delivery + date;
- type and quantity of waste on board;
- type and quantity of waste to be delivered in Antwerp;
- type and estimated quantity of waste generated until the next port of call;
- next port where the waste will be delivered.
This information must be communicated electronically via the APICS counter. Companies that do
not have the required electronic communication infrastructure can transmit the information via
Port+.
Detailed information is available in the waste management plan of the Port of Antwerp and in the
Vlarea.
II. Obligations of collectors
Pursuant to the Municipal Port Police Regulations, ship waste may only be collected in the Port of
Antwerp if written permission, revocable at all times, has been issued by the harbourmaster or his
delegate under the following conditions:
A. Waste oil
1. the contractor has been recognised by the Flemish Minister for the Environment as a waste oil
collector;
2. the contractor strictly complies with the provisions of the Waste Decree and the Vlarea (Flemish
regulations on waste prevention and management);
3. the Harbourmaster's Office must be notified forthwith of any pollution of the dock or Scheldt
water, of the port facilities and/or third-party facilities, arising from the collection or
transportation of waste oil and the collector must immediately implement the appropriate
measures to remedy the pollution.
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B. Other waste:
Collectors of shipping waste other than waste oil (household waste, cargo-related waste, cargo
residues, ship-generated waste, small dangerous waste) must also have obtained permission
from the Harbourmaster or his delegate. Such permission can be obtained if the applicant has
been duly recognised, either in writing or by law.
Collectors must ensure that the waste container(s) were deposited at the appropriate vessel by
checking the stay number and the IMO number (to be obtained from the shipping agent).
Requests for permission must always be accompanied by a copy of the recognition granted by the
Flemish Minister for the Environment.
After each collection, ship waste collectors must electronically communicate the nature and
quantity of the collected waste as soon as possible, using a web application.
To enable this communication, recognised waste collectors must register at:
http://www.portofantwerp.com/register/.
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3.12. CONDITIONS FOR FUMIGATION OF SHIPS
3.12.1 Fumigation and disinfection on board ships in the port
Permission to intervene in the port area
Documents to be submitted to the Harbourmaster's Office

Contractors must submit to the Harbourmaster's Office duplicates or copies of documents
showing that they have been approved by the competent Ministry as "specially recognised user"
and request a periodically renewable permit to intervene in the port area,
Request for permit

A separate request must be submitted for each fumigation to be performed.
Requests must be made using the attached document.
In principle, the written request must be submitted no later than 48 hours (Saturdays, Sundays
and public holidays not included) prior to the work.
In emergencies requests may be made to the HMO by telephone, provided they are confirmed in
writing in accordance with the above-mentioned document.
Moreover, both for seagoing vessels and for barges, a suitable berth must have been requested
and obtained from the HMO.
Applicable regulatory provisions:

The provisions of the Royal Decree of 14/01/1992 laying down the regulations for fumigation
shall be strictly adhered to.
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NOTICE OF FUMIGATION
Completed notices to be sent by e-mail to: Toelatingen.HKD@haven.antwerpen.be

Company
Shipper's name
Date of request
Specially recognised user
For PRODUCT and VESSEL type please use the 1-letter codes given at the bottom of this form.
Specification of goods to be fumigated
O.Ref/ Date of Containers Vessel Vessel Other Custom Place / Product

reservation No. handling type er quay
number
Permit number
This permit is subject to the conditions set out in your recognition with O/ref: HKD/GM/BEG/
1-Letter codes:
Vessel type Code

Barge B
Seagoing vessel Z
Products Code
Phosphine / hydrogen phosphide / PH3 / aluminium phosphide / Fostoxin / magnesium F
phosphide
Methyl bromide M
CO2 C
Pyrethrum / Piperonyl butoxide P
DDVP (dichlorvos, active substance) D
Sulfuryl difluoride / ProFume / Vikane S
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3.13. CONDITIONS FOR TANKERS AND TANK BARGES
3.13.1 Tankers
HKD37 - waiting quay for tankers at non-tanker quays
Mooring of SOLAS tankers (seagoing vessels) at non-tanker quays
Loaded or empty SOLAS tankers (hereinafter called "tankers"), not degassed, may moor at non-
tanker quays if the following conditions are met:
1. The concessionary must authorise the mooring and check that the following conditions can
be met throughout the stay of the vessel:
2. On the quay, a safety zone (SZ), 50m deep, must be marked with red-white tape or
equivalent, measured at right angles to the direction of the quay. The SZ extends from the
bow to the stern of the ship.
3. Warning signs must be posted at 50m intervals along the outer edge of the SZ. The signs
must measure at least 1m by 1m and have a white background.
4. At least 1 sign must be posted on either side of the SZ.
5. The signs must be visible from all directions, both by day and by night.
6. They must contain the following text in black letters, at least 6cm high: "No Access. Visitors
must register at fire watch office + contact details"
7. Throughout the stay, a fire watch service must be provided on board and in the SZ by a
contractor recognised by the Harbourmaster's Office.
8. No vessel may be moored within 50m before, behind or alongside the ships without prior
permission from the Harbourmaster.
9. Handling of the cargo, including cargo transfers between tanks, is prohibited.
10. Direct transhipment of cargo to other ships is prohibited.
11. Throughout the stay, the SZ must be empty and no operations other than mooring and
unmooring the ship may be carried out.
12. Any rail traffic in the SZ is prohibited.
13. Bunkering is subject to prior permission from the Harbourmaster.
These requirements do not apply to tanks loaded with the following IBC code products:
 Apple juice
 Clay slurry
 Coal slurry
 Glucose solution
 Hydrogenated starch hydrolysate
 Kaolin slurry
 Lecithin
 Maltitol solution
 Lub oil
 Molasses
 Non noxious liquid (12) n.o.s. (trade name …, contains…) cat O.S.
 Sorbitol solution (a)
 Vegetable protein solution (hydrolysed)
 Water
 Bitumen
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Loaded or empty tankers, not degassed of products listed in chapter 19 of the "International Code
for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk" do not fall under
this regulation and must always moor at the dedicated gas terminals.
For loaded or empty tankers, not degassed of products listed in Annex I of the Marpol Convention,
the following regulation applies:
 non-inert: fire watch and SZ always required

 inert:
- SZ and fire watch not required

- before a berth can be assigned, a certificate issued by a gas expert recognised by the
Harbourmaster's Office must demonstrate that ship's tanks are inert.
- This certificate must be renewed every 24 hours
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3.13.2 Tank barges
Mooring of tank barges and bunker vessels at conventional quays
Tank barges may be granted permission to moor at quays other than those at tank facilities.
These berths are indicated on the attached plan:
_____ Tankers carrying no blue cone

_____ Tankers carrying 1 blue cone as per ADN
_____ Berths of concessionaires of second hand vehicles.
On the Scheldt terminals and in the Deurganck Dock, the application of this regulation is subject
to permission of the concessionaire.
Quays used for shipping second hand vehicles may be used by tankers with no blue cone if no
vehicles are present at 50m from the coping stone.
The owner and the skipper are in no way released from their obligation to take all prescribed
safety measures as required for tankers, to have the barge manned at all times, and to check
whether the berth is free during the planned period of stay at the quay. No potentially dangerous
operations or activities may be carried out at these quays.
These tank barges must comply with closing times, where appropriate, and ISPS regulations for
concessions in connection with going ashore and gaining access to the land section of the
concession.
Priority of the concessionaire to have ships moored at the quay given in concession, shall remain
in effect at all times, as shall the obligation to be able to shift at any time.
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3.13.4 Entrance to Marshall Dock
A request for entrance to the Marshall Dock for non-tankers must be submitted no later than 24
hours before the planned start to the Harbourmaster's Office using the form HKD24 - Entering
Marshall dock for non-tankers .
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3.13.9 Activities on board of tankers
Degassing experts - Degassing certificates - Procedure for tank barges
No hot work may be undertaken on board of tankers and tank barges during their stay in the port,
unless a certificate from an expert accredited by the Harbourmaster or his representative is
submitted attesting that the space in which the work is to be carried out, is gas-free. The
certificate must confirm that the work can be carried out in safe conditions.
A similar certificate must be submitted for repairs in dry dock.
Prior to the commencement of any work for which a gas-free certificate is required, a copy of the
gas-free certificate must be forwarded by email to the HMO.
A degassing expert certificate may be issued to persons who hold at least a degree in chemical
engineering and have passed the Fire Service exam on specific knowledge relating to degassing
(technological and safety aspects).
A list of degassing experts can be obtained from the HMO.
Procedure applicable to gas-free certificates for tank barges
1. Scope of application
Procedure applicable to tank barges defined in the applicable Municipal Port Police Regulation
for which a gas-free certificate is required.
(tank barges loaded with or emptied of a non-toxic product having a flashpoint exceeding 100°C,
e.g. lubricating oil, without cargo residues having a flashpoint less than 100°C and on which no
welding work is to be carried out within the cargo area, fall outside the scope of application.)
2. Gas-free certificate
To be issued by an expert recognised by the Port Authority.
In case or repairs, the certificate must state that the planned work can be performed in a safe
manner.
The gas-free certificate must give an accurate description of:
 The results of the analysis, i.e. the measured values (oxygen-gas concentration and, where
appropriate, the concentration of toxic gases or vapours)
 In case of repairs: the nature, location on board and expected duration of the work.
In addition, a gas-free certificate must be submitted for any work in the machine room, in fuel
and ballast tanks and/or confined spaces.
3. Validity of the certificate
a) If for any reason a change occurs in the condition of the loading area, the activities
shall be stopped and a new analysis by a recognised gas expert carried out.
b) In principle, a gas-free certificate is valid for a period of 24 hours, so it has to be

renewed every 24 hours, unless all of the conditions referred to in 4 are satisfied and
no change has occurred in the condition on the basis of which the certificate was
issued.
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4. Conditions to be met for non-compulsory renewal of the gas-free certificate after 24 hours
(tank barges only)
a) Tank barges on which no repairs are carried out and that want to moor at a non-
tanker quay:
 the cargo or previous cargo (of an empty vessel) must have a flashpoint that is
greater than or equal to 55°C and may not be toxic.
 no residues of other toxic products or of products having a flashpoint less than
55°C shall be present may be present on board.
b) Tank barges on which repairs are carried out completely outside the cargo area
 same conditions as in 4) a)
 during the repairs, no tank cleaning operations may be carried out, no valves may
be opened or closed, all tank covers must remain closed, cofferdams may not be
filled or emptied, and no operations may be carried out that could immediately
affect the condition of the cargo area
 the gas-free certificate must contain a clear and full description of the planned
activities and clearly state that the current condition of the vessel allows the work
to be carried out safely.
 the ship repair firm shall take all precautions to ensure the safe execution of the
work and discuss these with the gas expert.
c) Tank barges on which repairs are carried out within the cargo area
 same conditions as in 4)a) and 4)b), provided the last three cargoes have a
flashpoint greater than or equal to 55°C and are not toxic.
 spaces were the work is to be carried out are sufficiently clean and “safe for
humans and fire”.
5. General notes
a) The repair firm shall at all times remain responsible for the safe execution of the work and
take all precautions to prevent any accidents to its employees or other persons present on
its sites. In this respect, the safety legislation applies.
b) Within the meaning of this procedure, a space is "safe for humans" when the following three
conditions are met simultaneously:
1. persons can safely enter the space without the use of personal protective equipment
2. the space does not pose any hazard of intoxication, asphyxiation or poisoning.
3. A) for cargoes having a flashpoint less than 55°C
no flammable, toxic or explosive vapours are present in the space and in adjacent
spaces.
B) for cargoes having a flashpoint equal to or greater than 55°C
no flammable, toxic or explosive vapours are present in the space
c) A space is “ safe for fire” if the following three conditions are met simultaneously:
 All residues of flammable liquids have been removed from the space, so
there is no fire hazard
 An explosimeter is unable to determine measurable concentrations of
flammable gases or vapours (0% LEL)
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A) for cargoes having a flashpoint less than 55°C:
the entire cargo area must meet 5 c1 and 5 c2

OR the other spaces within the cargo area that do not meet the conditions sub 5
c1 and 5 c2, must be completely filled with water that is free of any residues of
flammable liquids or the spaces are maintained under an inert atmosphere so
that the concentration of flammable gases present is such that it can never form
an explosive mixture when mixed with air.
B) for cargoes having a flashpoint equal to or greater than 55°C:
 if the distance from the location of the work to the adjacent space is more
than 25 cm, then only the space where the work is to be performed must
meet the condition sub 5 c1 and 5 c2
 if the distance from the location of the work to the adjacent space is less
than 25 cm, then both the space where the work is to be performed and
the adjacent spaces must meet the condition sub 5 c1 and 5 c2
d) The gas-free expert can at all times impose additional conditions to be met.
Depending on the circumstances, the Harbourmaster can at all times impose conditions
other than those described above.
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3.13.11 Direct ship-to-ship transfer (DT)
1. Direct transfer, no bunker vessels
1.1. Direct transfer (DT) ship-ship:
Permissible under the following conditions:
The representative of the firm where the DT is to take place must provide the following
information to Toelatingen.HKD@portofantwerp.com by email during office hours at least 24
hours prior to the transfer:
 name of the firm's representative

 copy of the Safety Data Sheet(SDS)
 “pollution category” if present (X,Y,Z) as per chapters 17 and 18 of the IBO code of the IMO
 NFPA code of the US fire service
 quantity of product to be transferred
 names of both ships
 quay number
 language to be used
 DT start date and time
A copy of the list of products of chapters 17 and 18 can be found at the following url:
http://www.portofantwerp.be/hkd/gevgoed/IBC_CHPT17.pdf and
http://www.portofantwerp.be/hkd/gevgoed/IBC_CHPT18.pdf
If notification cannot be made 24 hours prior to the DT, permission must be requested from
the Harbourmaster on duty (by calling the dockmaster/superintendent, see instruction 1.1), to
be confirmed by fax or e-mail as soon as possible.
 DT is authorised only for firms in possession of an environmental permit (or

environmental permit for the operation of a classified establishment or activity) to handle
or store such products.
 For the DT of category X pollution products, the appropriate hoses of the installation
must be used.
 During DT, ballasting, unballasting, bunkering and provisioning are prohibited.
 No other ships are allowed to lie alongside.
 The IMO ship-ship safety checklist must be fully completed by the parties involved in the
operation. If the conditions referred to in the checklist cannot be met, the DT may not be
carried out. Parts B and C of this checklist must be initialled by the responsible
representative of the company where the DT is carried out. A copy of the checklist and all
other relevant documents must be kept by both ships for at least 12 hours after the DT.
The original of the checklist must be kept for 6 months by the transfer facility. The Dutch
and English versions of these documents can be found here:
- HKD26 - Schip-schip veiligheidscontrolelijst NL

- HKD26 - Ship-ship safety checklist ENG
A similar internationally recognised form is regarded as equivalent.
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 During the DT, the responsible representative of the firm where the transfer takes place
must be present at all times. S/he must be familiar with the firm's safety and emergency
procedures and remain in permanent contact with both ships. The firm may
designate an external person to perform the firm's tasks and responsibilities.
1.2 Direct truck-to-ship transfer
Direct transfer between a truck and a ship for the supply of dangerous or contaminating
goods for use on board the vessel (≠ cargo) can be authorised under the following
conditions:
The representative of the firm where the DT is to take place must provide the following
information to Toelatingen.HKD@portofantwerp.com by email during office hours at least 24
hours prior to the transfer:
The first time a product is transferred at a location, a written authorisation shall be issued
by the Harbourmaster's Office. This authorisation may then be used for future transfers of
the same product at the same location unless expressly indicated otherwise therein. The
DT must always be reported however, with reference to said authorisation where
appropriate.
 name of the firm's representative

 name of the product
 copy of the SDS (safety data sheet) or indication of the HMO authorisation number
 quantity of product to be transferred
 name of the receiving ship
 quay number
 language to be used
 DT start date and time
 For transfer between truck and ship, safety and environmental protection must be
guaranteed at all times.
 Prior to authorisation by the Harbourmaster, at least the following questions shall be
answered:
 Is the surface sufficiently stable to allow the safe positioning of the truck for the
DT to be carried out?
 Is the truck immobilised so that it cannot move during the DT?
 Should operators wear personal protective equipment during the operation and, if
so, which such equipment?
 Should a perimeter be defined during the transfer so as to avoid victims in the
event of an in incident and if so, of what scope?
 Are drip trays present between all couplings so to prevent contamination of the
quay and the dock in the event of minor spills?
 The IMO truck-ship safety checklist must be fully completed by the parties involved in the
operation. If the conditions referred to in the checklist cannot be met, the DT may not be
carried out. Parts B and C of this checklist must be initialled by the responsible
representative of the firm where the DT takes place. A copy of the checklist and all other
relevant documents must be kept by both ships for at least 12 hours after the DT. The
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original of the checklist must be kept for 6 months by the transfer facility. The Dutch and
English versions of these documents can be found here:
 HKD 41 – checklist bunkering chemicals no oil or fuels

 HKD 41 – controlelijst chemicaliën
 During the DT, the responsible representative of the firm where the transfer takes place
must be present at all times. She/he must be familiar with the firm's safety and
emergency procedures and remain in permanent contact with truck and ship. The firm
may designate an external person to perform the firm's tasks and responsibilities.
1.3.Direct rail/ship transfer
Direct rail/ship transfer is governed by the same guidelines as the truck/ship transfer
(1.2)
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2. Direct ship-to-ship transfer (bunker vessels)
Direct transfer between bunker vessels may be allowed if the following conditions are met:
1. Transfer must occur at a quay that is free and where tankers of this type are allowed to
moor. Transfer is also allowed during bunkering from a seagoing vessel, provided this
does not result in the maximum mooring width being exceeded. Mobile transfers are
strictly prohibited.
2. Only fuel oil, diesel oil or lubricating oil may be pumped over.
3. An overflow protection system, approved and operational, must be connected at all times
during the work.
4. The operations cannot be started before permission has been obtained from the chief
dock master. At the end of the operations the dock master must be notified.
5. Prior to the start of the operations, a 'bunker checklist' must be completed. The original of
this checklist must be kept on board of the receiving ship, a copy on board of the
supplying ship, until after the transfer and must be retained by both parties for a period of
1 year. The Dutch and English versions of these bunker checklists can be found here:
 HKD14 - Bunker checklist

 HKD14 - Bunkercontrolelijst
6. No other ships are allowed to lie alongside during the transfer operation.
7. If the ships are provided with spill edges, the scuppers must be plugged.
8. Only material with a valid certificate shall be used.
9. On both bunker ships a sufficient amount of absorbent material shall be present to limit
or clean up the consequences of a minor discharge on board and/or into the water. The
use of these means does not release either party from its notification duty as specified in
art. 2.1.2 of the port police regulations or from calling in a cleaning firm if imposed by the
authorities.
10. The Harbourmaster's Office shall be notified of any irregularity.
11. Additional measures can be imposed at any time.
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4. PROVISIONS RELATING TO GOODS STORAGE AND HANDLING
4.1.2 Handling and storage of solids or liquids in bulk
4.1.2.1. Scope of application
These conditions apply to terminals where solid bulk goods not subject to the environmental
permit requirement are handled on a non-repetitive basis.
4.1.2.2. HMO permission
The handling and storage of solid bulk goods requires permission of the HMO.
The request for permission shall specify all measures taken cf. 4.1.2.4.
4.1.2.3. Definitions of friable substances
Friable substances: unpackaged substances which can lead to diffuse dust emissions during
transport, processing, manufacture or storage;
Dust emission categories: in the table of the annex of this article, friable substances are divided
into dust emission categories based on the dust emission susceptibility of the substance and the
possibility of preventing dust production by wetting. The different dust emission categories are:
 SC1: susceptible to dust emission, not wettable;
 SC2: susceptible to dust emission, wettable;
 SC3: hardly susceptible to dust emission
For a substance that does not appear in the table of the annex of this article or whose
physicochemical properties during its stay on the site are invariably such that it falls into a
category other than those included in the table of this annex, the terminal operator shall himself
determine the dust emission category based on the classification of substances with similar
susceptibility to dust emission in the said table, prior to the receipt of the goods;
4.1.2.4. General provisions
§ 1. The terminal operator shall take measures to minimise dust emissions caused by the storage
of friable substances and by installations involving the transport or treatment of friable
substances.
Such measures shall take into account the type and properties of the friable substances or their
components, the transhipment installation and method, the mass flow, the weather conditions,
disturbances to installations, and the transhipment location. Safety aspects shall also be taken
into account.
§ 2. Technical installations that may cause dust emissions, and installations for the reduction of
dust emissions shall be maintained and inspected at regular intervals to minimise dust
emissions. Dust filters shall be replaced in time to ensure proper operation.
§ 3. As from 1 July 2015 the terminal operator must have procedures and instructions for the
control of diffuse dust emissions for its own personnel and for the personnel of third parties
carrying out on-site work that has a potential impact on dust emissions.
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§ 4. Spilled substances that may give rise to dust formation shall be removed as quickly as
possible upon completion of the operation.
§ 5. As from 1 July 2015 friable substances of dust emission category SC1 must be stored in an
enclosed storage area or covered with fine-mesh nets or tarpaulins. If covered, suitable measures
shall be taken to prevent dust emissions during filling and excavation of the storage heap.
The number of openings in an enclosed storage area shall be kept as low as possible. The
openings shall be selected as small as possible. Non-functional openings shall be plugged.
Functional openings in the enclosed storage area shall be closed wherever possible. When filling
or emptying an enclosed storage area, the transfer points shall be placed as far away as possible
from the openings.
4.1.2.5. Annex: Classification of friable substances into friability categories as referred to in

§4.1.2.3: https://navigator.emis.vito.be/mijn-navigator?woId=53475&woLang=nl
134
4.1.3 Handling of solid bulk goods
See attached documents.
135
Month – Year:
Terminal:
Cargo
Berth Ship's name Stay number Flag State Type Stay period
Quantity
(see Bulk Cargo Shipping Class
(tonnes)
Name) (*)
This document, together with the safety checklists, shall be sent monthly to:
Havenbedrijf Antwerpen nv van publiek recht
HKD/GM – Zaha Hadidplein 1
2030 Antwerpen
(*) class as referred to in appendix 4 of the IMSBC Code of IMO.
136
137
138
139
140
141
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4.1.6 Damaged packaging or container
Pursuant to article 4.1.6 of the Municipal Port Police Regulations, incidents with packaged
dangerous and/or contaminating goods during the transport chain in the port require a number of
actions to be taken, which are described below.
By transport chain in the port is meant:
 road transport on roads located in the port

 stay on a front quay, incl. on recognised container terminals
 stay in CFS area
 stay in carrier parking area
4.1.6.1 Steps in the follow-up and handling of incidents with packaged dangerous and/or
contaminating goods.
STEP 1: FIRST MEASURES
Anyone who detects a spill, odour, etc. must
 place oneself in safety

 notify bystanders, crew members
 notify hierarchical line (terminal management)
 call emergency services(1)
 take first measures to mitigate danger, cordon off area
 notify HMO.
 notify Dangerous Goods Transport Safety Advisor
 (1)emergency services: incidents on public site: public fire service

 incidents on concession or private site: the services to be called must be
specified in the company's emergency response plan and depend on
whether or not an emergency is involved (see STEP2 or STEP3).
STEP 2: In the event of an emergency, i.e. a situation that requires an immediate response in
order to mitigate the consequences for man and the environment
The fire service eliminates the imminent danger, after which STEP 3 applies. The fire service may
decide that the dangerous goods must be transported to the nearest suitably safe location. This
transport is exempt from ADR.
It is carried out by or under the supervision of the competent authorities for interventions in
emergencies and only under the conditions given in 1.1.3.1.d) of the ADR.
STEP 3: The incident is not an acute emergency, but does require intervention, i.e. action is
required to resolve the problem:
Intervention is required in the following situations:
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 the spill is limited in size, clearly visible and properly established
 no product can escape beyond the site boundaries
 there is no risk of fire or explosion
 there is no imminent danger for man or the environment
 no class or subclass 2,3 or 6.1.
 in case of doubt the fire service is called
A specialist firm is appointed for the subsequent handling of the incident:
 re-packaging of product in new drums, pumping over

 cleaning of the container floor
 repair of the packaging
 neutralisation of product residues in the drip tray of the recognised container terminal
 ….
The above operations can also be carried out on the terminal provided the specialist firm has a
SHE plan that has been approved by the HMO.
Further handling must be properly coordinated with all parties involved (shipper, carrier, principal,
shipping agent, etc.). For this, all information must be collected that is necessary to allow swift
approval of the SHE plan by the HMO.
The following documents must always be provided to the HMO:
 dangerous goods declaration

 container packing certificate (if applicable)
 Safety Data Sheet of the goods involved (European model)
 container packing list (if applicable)
Allowance must also be made for pre-notification of the intervention service for access to ISPS
terminals
4.1.6.2 Organisation of subsequent transport
4.1.6.2.1 Transport within the port
For road transport, the ADR legislation applies. Where possible from a technical and cost-benefit
perspective, the transport of fully compliant ADR packages is to be preferred.
Public road transport within the port is governed by an agreement between the HMO and the FPS
Mobility and Transport. The transport shall be approved by the HMO. This requires an exchange of
information. The information exchange between FPS Mobility and Transport and the HMO is
based on mutually agreed modalities.
To apply for authorisation, form HKD 39 – application for ad-hoc deviation from ADR must be
used. It must be filled out completely and sent to contrgg@portofantwerp.com
The preparations for the transport may require a SHE plan. This plan must be drawn up by the
firm in charge of the further handling and approved by the HMO before the goods can be
transported.
A copy of the authorisation issued by the HMO must be kept on board of the vehicle.
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4.1.6.2.2 Transport outside the port
The ADR exemption does not apply. An ad hoc or one-time deviation must be requested if goods
are transported that are not packaged in compliance with ADR.
The issue of an ad hoc deviation may take some time. This will depend on the completeness and
complexity of the file. Please note that requests for extended stay on quay may be required, with
approval of the HMO.
The transport can only take place after issue of an ad hoc deviation, a copy of which must be kept
on board of the vehicle. Prior to the transport, compliance with the ad hoc deviation requirements
must be checked by the HMO or the Department of Mobility and Public Works, ADR unit, of the
Flemish Government, as mutually agreed on.
The ad hoc deviation application template can be found at:
http://www.mobielvlaanderen.be/adr/aanvraag-adhoc.doc
This document must be submitted, completely filled out with all relevant attachments, at:
http://www.mobielvlaanderen.be/contactpunt .
4.1.6.3. Preparation and approval of a SHE plan
All operations involving packaged dangerous or contaminating goods that are not packaged in
compliance with the applicable transport legislation (IMDG, ADR, ADN or RID) can only be carried
out on the basis of a SHE plan approved by the HMO. The contents of this SHE plan must comply
with the following checklist.
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CHECKLIST SHE PLAN
A. PROJECT DESCRIPTION OK
1. Problem statement with short description of the work to be
performed
2. Location of the work
3. Duration of the work
OK NA
4. Survey findings included
5. Nature of dangerous goods and/or polluting goods and risks per
product
5.1 Container number
5.2 SDS available
5.3 Proper shipping name
5.4 Technical name
5.5 State of aggregation of product + typical properties (odour,
colour, etc.)
5.6 UN number
5.7 IMDG class(es)
5.8 Flashpoint
5.9 Marine Pollutant?
5.10 R-phrases
5.11 S-phrases
5.12 Packaging method
B. SAFETY OK
6. Enumeration of risks/measures
OK NA
7. Paragraphs 5, 6 and 7 of the SDS taken into account?
7.1 Explosion safe material present?
7.2 Setting of perimeter required/planned?
7.3 Firefighting equipment suited to the product?
8. Presence of city or municipal fire service required/planned?
C. HEALTH OK
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10. First aid facilities (general - §4 SDS)
11. Emergency response procedure?
OK NA
12. PPE suited to §7 and 8 of the SDS?
12.1 Protective clothing
12.1.1 hard hat
12.1.2 overall
12.1.3 gloves
12.1.4 safety shoes/boots
12.2 Facial protection/safety goggles
12.3 Respiratory protection
D. ENVIRONMENT OK
14. Have R-phrases been taken into account in drawing up OK NA
preventive measures for the pollution of:
14.1 Quay/soil
14.2 Dock water
14.3 Sewage
14.4 Air
OK
15. Have provisions been made for waste collection and treatment?
(method/firm)
E. LOCATION OK NA
16. Has permission been obtained from the site operator (2)?
17. Arrangements with site operator (2) on:
17.1 use of personnel of site operator (2)/contractor (1)
17.2 use of equipment of site operator (2)/contractor (1)
OK
18. Overall plan with indication of exact location for execution
of the work attached?
19. Detailed plan of activities in the immediate vicinity
OK NA
20. Set-up diagram?
F. EXECUTION OF THE WORK - ACTION PLAN OK
21. Detailed description of how the work will be carried out.
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G. CONTACT DETAILS (incl. mobile/tel/email) OK
22. Client
23. Site operator (2)
24. HKD/GM
25. ...
Site
Contractor (1)
operator (2)
26. Safety adviser
27. Prevention adviser
28. Environmental coordinator
29. ...
(1)contractor: company that will carry out the work and draw up the SHE plan
(2) site operator: company responsible for the operation of the site where the work is to be carried
out.
For information: SDS paragraphs:
1. Identification;
2. Hazard identification;
3. Composition/information on ingredients;
4. First-aid measures;
5. Fire-fighting measures;
6. Accidental release measures;
7. Handling and storage;
8. Exposure controls/personal protection;
9. Physical and chemical properties;
10. Stability and reactivity;
11. Toxicological information;
12. Ecological information;
13. Disposal considerations;
14. Transport information;
15. Regulatory information;
16. Other information
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4.2 GENERAL CONDITIONS FOR STORAGE OF DANGEROUS AND CONTAMINATED GOODS
4.2.3 Internal emergency response plan
Approval:
The internal emergency response plan must be submitted for approval to the Harbourmaster's
Office:
Havenkapiteinsdienst goederen en milieu
Zaha Hadidplein 1
2030 Antwerpen
Scope:
This plan does not apply to companies that already have a similar internal emergency response
plan under other regulations (e.g. Seveso regulations).
Sites that may fall within the scope of this plan because of the nature of the activities performed
there, include:
 front quays of stevedores
 VLAREM-licensed warehouses and companies not subject to the Seveso regulations
 container freight stations
 sites of carriers
 land at the rear of buildings where dangerous goods are or may be stored, for transport
purposes
 only
Objective:
The objective of the internal emergency response plan is twofold:

 to prepare the company for unwanted events and help it to mitigate and control the
consequences of such events in an efficient manner
 to preventively define a number of measures to prevent unwanted events
When drawing up the internal emergency response plan, the following remarks shall be taken into
account:
• The internal emergency response plan is to be considered a 'working tool' in terms of

prevention policy and a guide for actions by the emergency services.
• The internal emergency response plan will have to be updated as necessary (changes to
the site, changes in the nature of the activities, etc.)
• In addition, the internal emergency response plan must be capable of being made
available, upon request, for inspection by the authorities such as e.g.:
o Federal Public Service Employment, Labour and Social Dialogue
o Department for the Environment, Nature and Energy
o Municipal Environment Department
o Harbourmaster's Office
o Fire service
o etc.
 It is recommended to draw up one limited internal emergency response plan for the work
floor and one full plan for the management staff.
 Companies are invited to provide a location that can serve as crisis centre where useful
documentation is stored and that is equipped with a number of facilities such as
telephone, fax, internet connection, etc.
 The form and appearance of the internal emergency response plan may vary according to
the company's activities.
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 When drawing up the internal emergency response plan, allowance must be made for any
conflicts that may occur with respect to the security measures implemented for the
relevant sites (ISPS).
Procedures must be provided for checking and evaluating the implementation of the internal
emergency response plan. These checks must be carried out at least once per calendar year with
maximum 18 months between 2 successive checks.
Content requirements for the internal emergency response plan:
The content requirements outlined below are indicative and can be supplemented with
company-specific information.
A checklist is annexed to this Port Instruction which enables companies to verify whether all
required elements are included in the internal emergency response plan.
1. Floor plan(s) (supplemented with aerial photos where appropriate) with the following
information:
• properties of buildings with indication of escape routes and emergency exits
• properties of surroundings: access roads, water extraction, etc.
• access gates for emergency services (indication of fire service key boxes, if present)
• safety equipment (PPE, fire-fighting facilities, detection equipment, damming systems,
etc.)
• power cabinets, high voltage, boilers, gas lines, storage of gas cylinders, etc.
• water main valve, gas main shut-off valve and main power switch
• control of lockable spindle valves for sewage
• assembly points
• where appropriate first aid room
• emergency showers
• crisis centre
• all useful information in the event of a calamity
2. Contact details and description of responsibilities:

• who ensures the management and coordination of the implementation of the internal
emergency response plan and how? (+ replacement)
• specific procedures for first interventions: security officer, surveillance, first
intervention team, etc.
 (+ duties)
• management
• safety adviser
• prevention adviser
• environmental coordinator
• 24/24 availability of the aforementioned persons?
Has provision been made for backup of these people?
3. Enumeration and contact details of external bodies to be notified:

• fire service
• police
• medical assistance
• Harbourmaster's Office
• moored seagoing vessels and barges, if any (how are they notified of an emergency
situation?)
• adjacent companies
• insurances
150
4. Preventive information and measures:
• properties of raw materials, materials, goods (SDS!)
• procedures for obtaining this information if it is not physically present on site
• training of personnel + year
5. Description of accident/incident scenarios involving dangerous goods:

 Establishment of responsibilities and duties, personnel instructions and procedures
on
 warning, alarm, assembly and evacuation in the following cases:
• industrial accident
• nuclear alarm
• fumigation accident
• fire/explosion
• leaks/spills of dangerous products both on board of moored seagoing
vessels and barges and on quays (containers and general cargo). Does the
company perform the clean-up itself or does it rely on external help (fire
service or specialist companies? (when/what?)
• security incidents (bomb scares, burglaries, etc.). See also chapter 1.4 of
the Recommendations on the Transport of Dangerous Goods, Model
Regulations, of the United Nations.
6. Miscellaneous:
• Available means of communication (also at the crisis centre)
• Internal emergency number?
• Communication with visitors, truck drivers, contractors, etc.
7. Updating of the internal emergency response plan

• Drawn up by whom?
• How and when is it updated?
• Procedures to check and assess the implementation of the internal emergency
response plan?
• Procedures to assess the emergency response drill and the resultant actions.
Annex: Checklist internal emergency response plan
151
CHECKLIST INTERNAL EMERGENCY RESPONSE PLAN
Firm: Click here to enter text.

Contact person: Click here to enter text.
Address: Click here to enter text. Date: Klik hier als u een datum wilt invoeren.
A. SITING PLAN (SCALE - KEY - NORTH ARROW) OK NOK NA

Properties of the surroundings
Access roads
Access gates for emergency services (fire service key boxes)
Water extraction (underground or above ground hydrants)
High voltage
Gas lines
Storage of gas cylinders
Boilers
Water main valve
Power main switch
Gas main shut-off valve
Control of lockable spindle valves for sewage
Dry riser for connection of fire hose
Storage tanks (underground/above ground)
Battery charging area (fork lifts)
Assembly points
Aerial photo
Remarks:
Click here to enter text.
152
B. BUILDING PLAN (SCALE - KEY - NORTH ARROW) OK NOK NA
Properties of buildings
Indication of escape routes and emergency exits
Water extraction (underground or above ground hydrants)
PPE Personal Protective Equipment
Firefighting equipment
Automatic detection equipment
Manual detection equipment (fire push button)
Damming system
Electrical cabinets
Boilers
First aid room
Emergency showers
Crisis centre
Remarks:
C. CONTACT DETAILS INTERNAL MANAGEMENT STAFF OK NOK NA

Internal emergency response plan coordinator
Deputy internal emergency response plan coordinator
Management
Prevention adviser
Safety adviser
Environmental coordinator
Security officer
First intervention team
REMARKS:
153
D. CONTACT DETAILS EXTERNAL BODIES OK NOK NA
Fire service
Police
Medical assistance
Harbourmaster's Office
Dock master (outside office hours)
Moored seagoing ships and barges, if any
Adjacent companies
Security department
Insurances
Anti-poison centre
REMARKS:

E. PREVENTIVE INFORMATION AND MEASURES OK NOK NA
Properties of raw materials (SDS)
Properties of materials
Properties of goods (SDS)
Procedures for obtaining properties and SDS if not present
Training of personnel
Training frequency
REMARKS:
F. ACCIDENT/INCIDENT SCENARIOS WITH DANGEROUS GOODS OK NOK NA

Definition of responsibilities
Procedures for alarm
Procedures for warning
Procedures for evacuation
Procedures for assembly
Procedures for industrial accidents
Procedures for nuclear alarm
Procedures for fumigation accidents
154
Procedures for fire and explosion
Procedures for spillage of hazardous goods on quay
Procedures for spillage on board of moored seagoing vessel or barge
Procedures for clean-up of pollution
Procedures for bomb threats
REMARKS:
G. CRISIS COMMUNICATION OK NOK NA

Available means of communication at the crisis centre
Internal emergency number
Communication with subcontractors
Communication with visitors
Communication with suppliers
REMARKS:
H. MANAGEMENT OF INTERNAL EMERGENCY RESPONSE PLAN OK NOK NA

Date of internal emergency response plan
Author of internal emergency response plan
Storage location of the emergency response plan
Test procedures and frequency for tests of the emergency response plan
Evaluation/revision of the emergency response plan
REMARKS:
155
4.2.4. Declaration of dangerous goods
A. Definition declarant
For declarations of dangerous goods to be handled in the port, the terms "forwarder"
and "shipping agent" have a specific definition.
"Forwarder" is defined as the party responsible for pre-carriage by road, rail or barge.
In the context of dangerous goods regulations, this means, for example, that the party
responsible for a barge, as declarant, is always assigned the capacity of "forwarder".
The "shipping agent" is the party responsible for a seagoing vessel;
In the case of a cooperation agreement between various agents for a specific line, they
can submit declarations independently of each other, provided that:
1. the Harbourmaster's Office is notified in writing of the cooperation agreement,
with indication of the name of the ship(s) involved;
2. they jointly determine which partner will be responsible for compliance with e.g.
the quantity restrictions applicable to the entire cargo.
B. Term "Authorized Person" and "Contact Person"
The person whose name appears in the declaration as being the authorized person,
must be in possession of a written document signed by the highest authority of the
company or their deputy, showing that he/she is authorized to submit declarations.
This proof of authorization must be submitted whenever the person concerned is

summoned to appear before a harbourmaster, in the latter's capacity of judicial police
officer, for suspected breach of the regulations.
If the person concerned is unable to present written proof of authorization to the

harbourmaster, action will be taken against the person of the company who is held
liable under criminal law.
Since the "Authorized person" will in many cases not effectively follow up the file
themselves, forwarders and agents can additionally specify the name of a DGN Contact
or contact person in the electronic declarations, who can then immediately provide any
further information upon request.
Both the authorized person and the contact person must hold valid training certificates
as provided for in article 4.2.4.1.
C. Declarations for pre-carriage, unloading, pumping over, transfer and keeping aboard
Declarations for handling dangerous and/or contaminating goods can be submitted to

the HMO in 2 possible ways:
1. Use of EDI (Electronic Data Interchange)
2. Use of the APICS counter.
Regardless of how declarations will be submitted, any declarant must register with the
APCS (Antwerp Port Community System) to gain access to the APICS counter
Details on registration with the APCS and the APICS counter can be found at:
156
http://www.portofantwerp.com/sites/portofantwerp/files/APICS%20Module%20voor%20aa
ngevers%20gevaarlijke%20goederen.pdf
Shipping agents working under a cooperation agreement can submit declarations for
one and the same seagoing vessel independently of each other, provided they ask the
Harbourmaster's Office for permission to do so by means of a joint letter stating the
name(s) of the relevant ship(s).
1. Use of EDI (Electronic Data Interchange)
a) To identify the declarants in the EDI messages, APCS codes are assigned.
The APCS code is assigned upon registration with the APCS.
b) The following messages have been developed:

 IFTDGN (International Forwarding and Transport Dangerous Goods
Notification).
This type of message is used sent by the declarant to the harbourmaster's

office.
If so desired, a declarant can have the IFTDGN message submitted by a

third party. This requires the prior submission of a written agreement
between both parties to the Harbourmaster's Office. A model agreement is
included in annex 1b to this port instruction.
 Cancelling a declaration:
Cancelling a dangerous goods declaration is done by means of an IFTDGN

message with function "cancellation" by the declarant.
The entire declaration, not just a specific message, will be deleted.
 Reply message from APICS2 to submitted IFTDGN messages
APERAK (Application error & acknowledgement message).

Message sent by the Harbourmaster's Office in response to any IFTDGN
message. The recipient of this message must thoroughly read it as further
action may be required.
There are 3 types of response:
1) Acceptance.
The duty of notification has been fulfilled and the notification
meets the content requirements.
2) Request to correct the errors indicated. (Warnings)
The duty of notification has been fulfilled, but a rectification is
urgently required.
This request for rectification can be made:
a. via the automated system (encoded)
b. via e-mail from the Harbourmaster's Office.
The rectification must always be made electronically, because only

the declarant is authorized to amend or correct the IFTDGN
message that he/she has submitted.
As long as the declaration is not corrected or amended, complete
processing in terms of the safety file is not possible.
157
3) Rejection.
The duty of notification has not been fulfilled.
Message protocol error.
Example:
a. attempt to delete a message that does not exist.
b. use of an invalid combination of IMO number / stay
number for declarations of pre-carriage by ship.
The declaration is considered to be non-existent.
2. Use of the APICS counter for the submission and follow-up of dangerous goods
declarations
The content requirements for the use of both systems (EDI & APICS counter) are
identical.
Declarations which, when using EDI, would result in a "rejection", cannot be saved
and sent from the APICS counter.
D. Principles governing the submission of electronic declarations (EDI & APICS counter)
1. For all dangerous and/or contaminating goods, a declaration must be submitted if

they arrive at a transit storage location located on a front quay (article 4.3.)
2. In each declaration reference must be made to a 2nd party who is responsible for
the on-carriage of the dangerous and/or contaminating goods.
3. For bulk goods (tankers and bulk carriers), a declaration must be submitted for the
pre-carriage, on-carriage or keeping on board of dangerous and/or contaminating
goods.
4. The electronic declarations for the handling of dangerous goods always comprise 3
levels:
I. Header (once per declaration)
II. Consignment/CNI (1 to 999 times per declaration)
III. Goods item details (GID) (1 to 99 times per consignment)
Information on a number of data in the declaration is given below:

a) Capacity of the declarant (Header)
In the IFTDGN message, the capacity must be specified:
DA = declaring agent
= agent, acting as declarant
DF = declaring forwarder
= forwarder, acting as declarant
CG = agent
= agent, not acting as declarant
FW = forwarder
= forwarder, not acting as declarant
The declarant is either DA (agent) or DF (forwarder).

This is followed by the name, the full address, the reference and telephone
number of the declarant and the name of the "duly authorized" person.
Also the name and contact details of the "contact person", i.e. the person who
will effectively follow up the file and who can immediately provide further
information upon request, can be specified.
158
b) Term "main means of transport"
When using EDI, the information relating to the main means of transport is
specified at the header level in the declaration. The data relating to the other
means of transport is specified at the consignment level in the declaration.
When using the APICS counter, this term is not used and the information relating
to the pre-carriage means of transport is specified at the header level. In the APICS
counter, the information relating to the on-carriage means of transport is specified
at the consignment level.
Determination of the main means of transport when using EDI
 Wherever a ship is involved in the transport chain, this ship will be the main
means of transport.
Example:
1) supplied by road for loading into ship
2) unloading from ship for on-carriage by rail
 If the declaration does not relate to a ship, but to a barge, the latter will be
the main means of transport.
Example: the supply by road for loading onto barge.
 If two equivalent means of transport are involved in the transport, the one
from which the goods are to be unloaded (means of supply) is considered
the main means of transport.
Example: unloading from ship A / loading onto ship B.
c) 1 declaration = 1 type of goods (bulk/packaged) = 1 handling = 1 means of

supply but = several means of on-carriage = several locations (terminals)
it is possible to have several quays per handling in 1 declaration,

e.g. unloading of dangerous goods from a ship at several terminals.
d) Exceptions to the regulations may not be requested via an IFTDGN message (see
also port instruction 4.2.7.)
Requests for deviations (e.g. exceedance of quantity restrictions) must be

submitted prior to handling via the APICS counter.
"Extended stay" can also be requested after arrival at the terminal.
e.g. if loading of the goods onto ship has to be delayed or if on-carriage of the
goods unloaded from ship has to be postponed.
The request may be submitted by the forwarder or the agent.
e) A limited number of data not yet known by the declarant at the time of
submission of the declaration, may be forwarded as
TBN (To be nominated).
e.g.
 ENI number of barge not yet known
 stay number of ship to be loaded not yet known
 name of party responsible for on-carriage not yet known
 container number not yet known.
159
…
In these cases, the correct names or numbers must be communicated to the

HMO prior to the handling, and no later than on the day of handling, by changing
the electronic declaration.
f) Identification of means of transport in declarations

Ships:
1) declarations for a ship carrying dangerous goods into the port or keeping said
goods on board.
Capacity of declarant = AGENT (DA)
The declaring agent must always specify the following information for
identification of the ship:
(a) ship's IMO number
(b) ship's stay number
(c) expected start date of ship's stay in the port (ETA)
(d) expected end date of ship's stay in the port (ETD)
2) declarations for a ship carrying dangerous goods out of the port.

Capacity of declarant = FORWARDER (DF) or AGENT (DA) in case of
transhipment
The declarant must always specify the following information for identification
of the ship:
(a) ship's IMO No.
(b) Ship's stay number (or 'TBN' if not yet known at the time of submission of
the declaration)
(c) Expected start date of ship's stay in the port (ETA)
(d) Expected end date of ship's stay in the port (ETD)
Barges:
For identification of barges, the ENI number and the name of the relevant barge
must be specified (or 'TBN' if not yet known at the time of submission of the
declaration).
g) Goods related elements to be specified (Level III)
1) Packaged dangerous goods (IMDG Code applies).

(a) Code regulations: IMD
(b) Technical name
“proper shipping name” possibly supplemented with “technical name” of
the product;
in the APICS counter, the “technical name” can be specified in the field
provided for this purpose.
(c) for goods of class 1:
IMDG class + subdivision + compatibility group and UN number;
and also the calibre for the following UN numbers:
0012, 0014, 0276, 0300, 0338, 0339, 0345, 0405, 0424, 0425.
e.g. 1.4S, 0012, calibre 13,2mm;
for goods of classes 2 through to 9:
IMDG class, subdivision and UN number;
e.g.: 6.1, 2763;
(d) secondary dangers (IMDG classes) if assigned;
(e) for goods of IMDG class 3 (main and secondary danger): flashpoint in °C
or °F.
(f) packaging group, if assigned.
160
(g) type of outer packaging + number and,
if known, type of inner packaging + number.
(h) net weight (in kg or tonne) and for explosives, as described in article 4.8,
the NEQ weight;
(i) whether they are additionally loaded in container;
if they are loaded in container, the container number must be specified.
The container number in the declaration is essential for proper processing
of the electronic messages of the terminals. When using 'TBN' in the initial
declaration, this information must be provided as quickly as possible.
(j) If the declaration relates to a ship carrying dangerous goods into the port
or keeping said goods on board: on-board stowage location;
(k) number of the transport license issued by the competent authority, where
appropriate.
This information must be included in the declaration at the consignment
level (Level II).
2) Goods of chapter 17 of the IBC

(a) Code regulations: IBC
(b) official transport name or technical name of the product;
(c) UN number (or 0000 if no UN number has been assigned to the product)
(d) indication of the MARPOL category of the product (X,Y,Z,OS)
(e) type of packaging of goods: a permissible bulk packaging code
number: 0
(f) net weight (in kg or tonne)
3) Goods of chapter 19 of the IGC.

(a) Code regulations: IGC
(b) official transport name or technical name of the product;
(c) UN number;
(d) class (2.1, 2.2, 2.3);
(e) type of packaging of goods: a permissible bulk packaging code
number: 0
(f) net weight (in kg or tonne)
4) IMSBC Code (solid bulk goods)

(a) bulk cargo shipping name
(b) UN number (or 0000 if no UN number has been assigned to the product)
(c) corresponding IMDG class if a UN number is known or MHB if no UN
number has been assigned.
(d) type of packaging of goods: a permissible bulk packaging code
number: 0
(e) net weight (in kg or tonne);
5) Contaminating goods as per Annex I of MARPOL

(is used for declarations for oil and product tankers)
(a) official transport name or technical name of the product;
(b) UN number (or 0000 if no UN number has been assigned to the product);
(c) Danger class: indication of the designation “I”
(d) type of packaging of goods: a permissible bulk packaging code
number: 0
(e) net weight (in kg or tonne);
In view of the differences in processing of declarations related to packaged or

bulk goods by the Harbourmaster's Office, they must always be submitted
separately.
161
h) Principles governing the handling data
In the declarations, both the date of arrival and the date of departure must be
specified at consignment level (Level II).
In the APICS counter, these are unambiguously identified for input.
When using EDI, the following principles apply:
“Date of operation” (DOA) is the time of handling of the main means of transport.
Time of handling for the secondary means of transport is then "Date arrival" or
"Date departure" depending on the handling of the goods with respect to the
main means of transport:
1) declarant = AGENT
e.g. pre-carriage by sea for on-carriage by road)
"DOA" is the date of unloading of the dangerous goods from the ship (= main
means of transport).
"Date Departure" is the expected time of on-carriage.
(road = secondary means of transport)
2) declarant = FORWARDER
e.g. pre-carriage by road for on-carriage by sea
"Date Arrival" is the date of pre-carriage of the dangerous goods.
(road = secondary means of transport)
"DOA" is the date of loading of the goods onto the ship (= main means of
transport).
i) Locations
The following 2 main locations can be specified in the dangerous goods

declaration:
1) location of handling: to be mandatorily specified (= terminal code)
2) 2nd location: (=warehouse/terminal code)
must be additionally specified if pre-carriage or on-carriage of goods to or
from the quay of shipment occurs via a warehouse or terminal in the port.
In case of export, this location contains the code of the last warehouse of
temporary storage within the port area, prior to transport to the quay of
shipment.
In case of import, this location contains the code of the next warehouse of
temporary storage within the port area, after transport from the quay of
discharge.
e.g. on-carriage by road after discharge from ship, before the goods are
loaded onto another ship they are temporarily stored in a warehouse.
The locations to be specified in the declaration are:
(a) terminal where goods were unloaded from the ship
+
(b) warehouse where the goods are temporarily stored;
Mandatory declaration scenarios:

The required information to be specified in the EDI declaration depends on the
handling, the means of transport involved, and the nature of the goods.
An overview of the mandatory scenarios for declarations is given below.
162
Packaged dangerous goods (incl. containers and tank containers)
1. pre-carriage by sea for on-carriage by sea (transhipment)
2. pre-carriage by sea for on-carriage by barge
3. pre-carriage by sea for on-carriage by rail or road
4. pre-carriage by barge for on-carriage by sea
5. pre-carriage by barge for on-carriage by barge
6. pre-carriage by barge for on-carriage by rail or road
7. pre-carriage by road or rail for on-carriage by sea
8. pre-carriage by road or rail for on-carriage by barge
9. keeping on board of ship throughout the stay in the port
10. keeping on board of barge throughout the stay in the port
Dangerous and/or contaminating goods in bulk
11. pre-carriage by sea for on-carriage to installation (bulk unloading)
12. pre-carriage by sea for on-carriage by sea (transhipment/direct

transfer)
13. pre-carriage by sea for on-carriage by barge (transhipment/direct

transfer)
14. pre-carriage from installation for on-carriage by sea (bulk loading)
15. pre-carriage by barge for on-carriage by sea (bulk loading)
A detailed description of the required information for each scenario is included in

annex 1 to this port instruction.
163
For reading the possible scenarios in annex 1, the following applies:
 data printed in bold in column 3 are mandatory data
 data inserted between (brackets) in column 3 are optional data
 ordinary text is explanatory text.
 data between "quotation marks" in column 3 indicate values as they
should be specified in the EDI messages.
 Location 1 always contains the quay of shipment
 Location 2 should only be used if pre-carriage or on-carriage of goods
involves a warehouse and if one and the same forwarder is responsible
for the entire operation.
k) Handling operations for which no declaration is required.
For the following handling operations no declarations need to be submitted to

the Harbourmaster's Office:
 all declarations for on-carriage of packaged dangerous and/or

contaminating goods;
 Supply by road or rail for on-carriage by road;
 Supply by road or rail for on-carriage by rail;
 declarations for handling of tank barges at permanent facilities
The fact that no declaration is required does not release the parties responsible
for handling of the dangerous and/or contaminating goods from compliance with
the other regulations for handling dangerous and/or contaminating goods,
including observance of the planned stay of the goods at the location of
handling.
If necessary, a deviation must be requested as described in article 4.2.7.
E. Unloading/loading for stowage reasons (RESTOW)
This handling must be specified as a ship/ship transfer.

(scenario 1)
The stowage position of the goods specified in this declaration is that of the pre-
carriage ship.
All general and special conditions must be met.
F. Transhipment between 2 ships for which 2 different agents are responsible.
In this scenario, it is possible that the shipping agent of the ship used for pre-carriage
in Antwerp (unloading ship) is not aware of the on-carriage sea transport.
In this case, the handling must be specified to the HMO by sending 2 declarations:
1. Scenario (3) - pre-carriage by sea for on-carriage by road
2. Scenario (7) - pre-carriage by road for on-carriage by sea
The shipping agent who must send the 1st declaration will specify the forwarder who
follows up the further transport in Antwerp, as 2nd party.
This forwarder must then subsequently send the 2nd declaration for handling of the
2nd ship.
The forwarder will inform (HMO goods and environment) by email that this handling will
take place in the port, so that HMO can take this into account in the preparation of the
164
safety files.
This email should contain at least the following information:
 Names of the 2 ships

 Names of the 2 shipping agents involved
 Location of handling
 Date of arrival of goods with ship 1
 Date of departure with ship 2
 DGN number of the forwarder's declaration
G. Changes/additions to already submitted declarations.
All additions/changes to declarations must be made electronically via EDI or in the

APICS counter.
In principle, all declarations, regardless of the way of submission (EDI or APICS
counter), can be changed via the APICS counter.
When an EDI declaration is changed in the APICS counter, it can later no longer be
changed by sending a substitute EDI message.
165
Instruction 4.2.4 DUTY OF NOTIFICATION – Annex 1
Overview of scenarios
Packaged dangerous goods (incl. containers and tank containers)
Dangerous and/or contaminating goods in bulk
11. pre-carriage by sea for on-carriage to installation (bulk unloading)
12. pre-carriage by sea for on-carriage by sea (transhipment/direct

transfer)
13. pre-carriage by sea for on-carriage by barge (transhipment/direct

transfer)
166
167
To be specified per declaration (header).
H1 Message Function “9” Creation or “5” Change

H2 Security File Number (DGN number) only in case of change
H3 Dgn Type “89N” packaged dangerous goods
H4 Capacity “DA” agent's capacity
H5 Handling “LDI” discharge = mode of handling of main means of transport
H6 User Reference declarant's message reference
H7 Sender APCS code of the ship's agent-declarant
H8 Forwarder Reference Number
Main Means of Transport pre-carriage by sea
H9 Mode "1" maritime transport
H10 Name
H11 Ship's Number stay number of ship used for pre-carriage
H12 Lloyd's Number IMO number of ship used for pre-carriage
H13 Nationality
Date Vessel in Port
H14 Arrival ETA
H15 Departure (ETD)
H16 Vessel Voyage Number
Declarant
H17 Identification APCS code of the ship's agent-declarant
H18 Authorized Person name of the declarant's authorised person = valid DGN contact of declarant that is authorised to act
as its agent.
H19 Street and Number street and number
H20 Postal Code and City postal code and city
H21 Country (country)
H22 Reference Number file number of the shipping agent-declarant
H23 Contact Person Contact person = valid DGN contact of declarant
H24 Telephone Phone No.
H25 E-mail e-mail address of contact person
H26 Shipping Line Service
2nd Party agent of the ship used for on-carriage If specified here, it applies to all parties in the declaration.
H27 Identification APCS code of the ship's agent of the ship used for on-carriage
H28 Capacity “CG” – forwarder's capacity
To be specified per consignment.

C0 Consignment number consignment number – 1 to 999
C1 Operation Date date of handling = date of arrival at terminal
C2 Location 1 handling terminal - see code list download section APCS site
C3 Location 2
C4 Date Pre-Carriage - Arrival
C5 Date On-Carriage - Departure date of handling = loading on board the ship used for on-carriage
Date on Berth
C6 Arrival
C7 Departure
C8 Booking Reference
Means of Transport Ship for on-carriage
C9 Mode "1" maritime transport
C10 Name
C11 Ship's Number stay number of ship used for on-carriage - possibly TBN
C12 Lloyd's Number IMO number of ship used for on-carriage
C13 Nationality
C14 Vessel Voyage Number
C15 Transport License (transport licence for dangerous goods in this consignment, if applicable)
2nd Party Agent of the ship used for on-carriage If this information is also specified at the header level, it will be
ignored at the consignment level.
C16 Identification APS code of agent of the ship used for on-carriage
C17 Capacity “CG” - ship's agent
Consignor/Consignee (“CN” and/or “CZ”) – can be specified both in the declaration
C18 Company Name (company name)
EMR party Information about the company responsible for Emergency Response
C19 Identification (code)
C20 Authorised Person (name of EMR company responsible)
168
C21 Contact Person (name of contact person of EMR company)
C22 Telephone (phone number of contact person of EMR company)


H5 Handling “LDI” discharge = mode of handling of main means of transport = discharge or pre-carriage
H7 Sender code of the ship's agent-declarant
H10 Name
H13 Nationality
Date Vessel in Port
H14 Arrival ETA
H15 Departure (ETD)
Declarant
H18 Authorised Person name of the declarant's authorised person = valid DGN contact of declarant that is authorised to act
as its agent.
H22 Reference Number file number of the ship's agent-declarant
H24 Telephone Phone number
2nd Party forwarder of the barge used for on-carriage.
If specified here, it applies to all parties in the declaration.
H27 Identification APCS code of forward of barge used for on-carriage
H28 Capacity “FW” – forwarder's capacity

C3 Location 2
C5 Date On-Carriage - Departure date of handling = loading on board the barge used for on-carriage
Date on Berth
C6 Arrival
C7 Departure
Means of Transport barge for on-carriage
C9 Mode “8” for barge
C10 Name Name of barge used for on-carriage - possibly TBN
C11 Ship's Number
C12 Lloyd's Number ENI number of barge used for on-carriage - possibly TBN
C13 Nationality
2nd Party forwarder of barge used for on-carriage If this information is also specified at the header level, it will
be ignored at the consignment level.
C16 Identification APC code of forwarder of the barge used for on-carriage
C17 Capacity “FW” – forwarder's capacity
169


H5 Handling “LDI” - discharge = mode of handling of main means of transport
H7 Sender APC code of the ship's agent-declarant
H10 Name
H13 Nationality
Date Vessel in Port
H14 Arrival ETA
H15 Departure (ETD)
Declarant
as its agent.
H27 2nd Party The forwarder of the truck or train to be used for on-carriage
If specified here, it applies to all consignments in the declaration
H27 Identification APCS code of forwarder of the train/truck used for on-carriage
H28 Capacity “FW” – forwarder's capacity

C3 Location 2
C5 Date On-Carriage - Departure date of handling = date of on-carriage by road or rail
Date on Berth
C6 Arrival
C7 Departure
Means of Transport train or truck for on-carriage
C9 Mode “2” for rail/“3” for road
C10 Name
C11 Ship's Number
C12 Lloyd's Number
C13 Nationality
2nd Party forwarder of train or truck used for on-carriage If this information is also specified at the header level,
it will be ignored at the consignment level.
C16 Identification APCS code of forwarder of train or truck used for on-carriage
170
C17 Capacity “FW” – forwarder's capacity


H3 Dgn Type “89N” (packaged dangerous goods)
H4 Capacity “DF” forwarder's capacity
H5 Handling "LLO" (load) = mode of handling of main means of transport
H7 Sender APCS code of the forwarder-declarant
Main Means of Transport ship for on-carriage
H10 Name (Name of ship used for on-carriage)
H11 Ship's Number stay number of ship used for on-carriage - possibly TBN
H12 Lloyd's Number IMO number of ship used for on-carriage
H13 Nationality
Date Vessel in Port
H14 Arrival (ETA)
H15 Departure (ETD)
H16 Vessel Voyage Number (Voyage number)
Declarant
H17 Identification APCS code of the forwarder-declarant
as its agent.
H24 Telephone phone number
2nd Party (ship's agent of ship used for on-carriage) If specified here, it applies to all parties in the declaration.
H27 Identification APCS code of ship's agent of ship used for on-carriage
H28 Capacity “CG” – ship agent's capacity

C1 Operation Date date of handling = loading on board the ship used for on-carriage
C3 Location 2
C4 Date Pre-Carriage - Arrival date of handling = date of pre-carriage by barge
C5 Date On-Carriage - Departure
Date on Berth
C6 Arrival
C7 Departure
Means of Transport barge pre-carriage
C10 Name Name of barge used for pre-carriage - possibly TBN
C11 Ship's Number
C12 Lloyd's Number ENI number of barge used for pre-carriage - possibly TBN
C13 Nationality
171
2nd Party (ship's agent of ship used for on-carriage) - If this information is also specified at the header level, it
will be ignored at the consignment level.
C16 Identification APCS code of the ship's agent of the ship used for on-carriage
C17 Capacity “CG” – ship agent's capacity


H5 Handling “LDI” discharge = mode of handling of main means of transport
Main Means of Transport Barge pre-carriage
H9 Mode “8” for barge
H10 Name
H11 Ship's Number
H12 Lloyd's Number ENI number of barge - possibly TBN
H13 Nationality
Date Vessel in Port
H14 Arrival ETA
H15 Departure (ETD)
Declarant
as its agent.
H22 Reference Number file number of the forwarder-declarant/reference
2nd Party (forwarder of barge used for on-carriage) If specified here, it applies to all parties in the declaration.
H27 Identification APCS code of forwarder of the barge used for on-carriage
H28 Capacity “FF” – forwarder's capacity

C3 Location 2
C5 Date On-Carriage - Departure date of handling = date of departure at terminal
Date on Berth
C6 Arrival
C7 Departure
Means of Transport Barge for on-carriage
C10 Name name – possibly TBN
C11 Ship's Number
C12 Lloyd's Number ENI number – possibly TBN
C13 Nationality
172
2nd Party (forwarder of barge used for on-carriage) - If this information is also specified at the header level, it
C16 Identification APCS code of forwarder of the barge used for on-carriage
C17 Capacity “FF” – forwarder's capacity
C20 Authorized Person (name of EMR company responsible)


H5 Handling "LDI" (discharge)
H7 Sender APC code of the forwarder-declarant
Main Means of Transport Barge pre-carriage
H10 Name
H11 Ship's Number
H12 Lloyd's Number ENI number – possibly TBN
H13 Nationality
Date Vessel in Port
H14 Arrival ETA
H15 Departure (ETD)
Declarant
H17 Identification APC code of the forwarder-declarant
as its agent.
H22 Reference Number file number of the shipping agent-declarant/reference
2nd Party (forwarder of train/truck for on-carriage). If specified here, it applies to all parties in the declaration.
H26 Identification APCS code of forwarder of train/truck for on-carriage


C3 Location 2
C5 Date On-Carriage - Departure date of handling = date of departure at terminal
Date on Berth
C6 Arrival
C7 Departure
Means of Transport Means of transport used for on-carriage
173
C10 Name
C11 Ship's Number
C12 Lloyd's Number
C13 Nationality
2nd Party (forwarder of train/truck used for on-carriage) If this information is also specified at the header level, it
C16 Identification APCS code of forwarder of train or truck used for on-carriage


H5 Handling "LLO" (load)
Main Means of Transport Ship for on-carriage
H10 Name (ship's name)
H11 Ship’s Number stay number of ship - possibly TBN
H12 Lloyd’s Number shp's IMO number
H13 Nationality
Date Vessel in Port
H14 Arrival (ETA)
H15 Departure (ETD)
Declarant
as its agent.
H22 Reference Number file number of the forwarder-declarant
2nd Party (ship's agent of ship used for on-carriage) If specified here, it applies to all parties in the declaration.

C1 Operation Date date of handling = date of loading on board the ship
C3 Location 2
C4 Date Pre-Carriage - Arrival date of handling = date of arrival at terminal
Date on Berth
C6 Arrival
C7 Departure
174
Means of Transport Means of transport used for pre-carriage
C10 Name
C11 Ship's Number
C12 Lloyd's Number
C13 Nationality
2nd Party (ship's agent of ship used for on-carriage) If this information is also specified at the header level, it will


H7 Sender code of shipping agent-declarant - see code list SE / SA
Main Means of Transport Barge for on-carriage
H10 Name Name of barge – possibly TBN
H11 Ship's Number
H12 Lloyd's Number ENI number of barge - possibly TBN
H13 Nationality
Date Vessel in Port
H14 Arrival (ETA)
H15 Departure (ETD)
Declarant
as its agent.
H27 2nd Party forwarder of the barge used for on-carriage If specified here, it applies to all parties in the declaration.
H28 Identification APCS code of the forwarder of the barge used for on-carriage

C1 Operation Date date of handling = date of departure at terminal
C3 Location 2
C4 Date Pre-Carriage - Arrival date of handling = date of departure at terminal
175
Date on Berth
C6 Arrival
C7 Departure
Means of Transport Means of transport used for pre-carriage
C10 Name
C11 Ship's Number
C12 Lloyd's Number
C13 Nationality
2nd Party forwarder of the barge used for on-carriage If this information is also specified at the header level, it


H4 Capacity “DA” ship's agent capacity
H5 Handling "T" transit - remain on board
H7 Sender APC code of the ship's agent-declarant
Main Means of Transport
H11 Ship's Number ship's stay number
H12 Lloyd's Number shp's IMO number
H13 Nationality
Date Vessel in Port
H14 Arrival ETA
H15 Departure (ETD)
Declarant
as its agent.
H27 2nd Party
H28 Identification
H29 Capacity

C1 Operation Date
C2 Location 1
176
C3 Location 2
Date on Berth
C6 Arrival
C7 Departure
Means of Transport
C9 Mode
C10 Name
C11 Ship's Number
C12 Lloyd's Number
C13 Nationality
2nd Party
C16 Identification
C17 Capacity


H5 Handling "T" transit - remain on board
H10 Name ENI number of barge used for on-carriage - possibly TBN
H11 Ship's Number
H12 Lloyd's Number ENI number of barge
H13 Nationality
Date Vessel in Port
H14 Arrival ETA
H15 Departure (ETD)
Declarant
as its agent.
2nd Party
H27 Identification
H28 Capacity
177
C1 Operation Date
C2 Location 1
C3 Location 2
Date on Berth
C6 Arrival
C7 Departure
Means of Transport
C9 Mode
C10 Name
C11 Ship's Number
C12 Lloyd's Number
C13 Nationality
2nd Party
C16 Identification
C17 Capacity
11. on-carriage by sea for on-carriage to installation (bulk unloading)


H3 Dgn Type “89T” (dangerous goods in bulk)
H4 Capacity “DA” ship's agent capacity
Main Means of Transport Ship used for pre-carriage
H10 Name
H13 Nationality
Date Vessel in Port
H14 Arrival ETA
H15 Departure (ETD)
Declarant
as its agent.
2nd Party ship's agent-declarant is also 2nd party in this scenario
H28 Capacity “CG” ship agent's capacity
178
C1 Operation Date date of handling = date of transfer
C3 Location 2
C5 Date On-Carriage - Departure date of handling = date of transfer
Date on Berth
C6 Arrival
C7 Departure
Means of Transport Goods are discharged to a fixed installation
C9 Mode “7” for fixed installation
C10 Name
C11 Ship's Number
C12 Lloyd's Number
C13 Nationality
C16 Identification APCS code of ship's agent-declarant
Consignor/ Consignee (“CN” and/or “CZ”) – can be specified both in the declaration
C20 Authorised person (name of EMR company responsible)
C21 Contact person (name of contact person of EMR company)
12. pre-carriage by sea for on-carriage by sea (transhipment/direct transfer)


H4 Capacity “DA” ship's agent-declarant's capacity
H7 Sender APCS code of the ship's agent-declarant = agent of ship used for pre-carriage
H10 Name
H11 Ship's Number stay number
H12 Lloyd's Number IMO number
H13 Nationality
Date Vessel in Port
H14 Arrival ETA
H15 Departure (ETD)
Declarant
as its agent.
H23 contact person Contact person = valid DGN contact of declarant
E-mail e-mail address of contact person
H26 2nd Party Ship's agent of the ship used for on-carriage
H27 Identification APCS code of the ship's agent of the ship used for on-carriage - if specified here, it applies to all
parties in the declaration
179
C3 Location 2
Date on Berth
C6 Arrival
C7 Departure
Means of Transport ship for on-carriage
C9 Mode “1” for ship
C10 Name name – possibly TBN
C11 Ship's Number stay number - possibly TBN
C12 Lloyd's Number IMO number
C13 Nationality
2nd Party Ship's agent of the ship used for on-carriage If this information is also specified at the header level, it
C17 Capacity “CG” - ship agent's capacity
13. pre-carriage by sea for on-carriage by sea (transhipment/direct transfer)


H7 Sender APC code of the shipping agent-declarant
H13 Nationality
Date Vessel in Port
H14 Arrival ETA
H15 Departure (ETD)
Declarant
as its agent.
2nd Party forwarder of the barge used for on-carriage If specified here, it applies to all parties in the declaration.
H27 Identification APCS code of the forwarder of the barge used for on-carriage
180
C3 Location 2
Date on Berth
C6 Arrival
C7 Departure
Means of Transport barge for on-carriage
C10 Name ENI number of barge used for on-carriage - possibly TBN
C11 Ship's Number
C12 Lloyd's Number ENI number of barge used for on-carriage - possibly TBN
C13 Nationality
2nd Party forwarder of the barge used for on-carriage If this information is also specified at the header level, it
C17 Authorised Person “FF” – forwarder's capacity


H3 Dgn Type “89T” - dangerous goods in bulk
H10 Name (name of ship for on-carriage) - loading ship
H11 Ship's Number stay number of ship used for on-carriage
H13 Nationality
Date Vessel in Port
H14 Arrival (ETA)
H15 Departure (ETD)
Declarant
as its agent.
H28 Capacity “CG”
181
C3 Location 2
Date on Berth
C6 Arrival
C7 Departure
Means of Transport goods are loaded from a fixed installation
C9 Mode “7” - fixed installation
C10 Name
C11 Ship's Number
C12 Lloyd's Number
C13 Nationality
C15 Transport License
C16 Identification APCS code of the ship's agent-declarant
C19 Identication (code)
C22 Telephone/Fax (phone and fax number of contact person of EMR company)


H3 Dgn Type “89T” dangerous goods in bulk
H4 Capacity “DF” forwarder-declarant''s capacity
H11 Ship's Number stay number of ship used for on-carriage
H13 Nationality
Date Vessel in Port
H14 Arrival ETA
H15 Departure (ETD)
Declarant
as its agent.
2nd Party Ship's agent of the ship used for on-carriage If specified here, it applies to all parties in the
182
C3 Location 2
C4 Date Pre-Carriage - Arrival date of handling = date of transfer
Date on Berth
C6 Arrival
C7 Departure
Means of Transport barge pre-carriage
C10 Name Name of barge used for pre-carriage - possibly TBN
C11 Ship's Number
C12 Lloyd's Number ENI number – possibly TBN
C13 Nationality
2nd Party Ship's agent of ship used for on-carriage If this information is also specified at the header level, it will
C16 Identification APCS code of ship's agent of ship used for on-carriage
C19 Identication (code)
16. keeping on board of ship throughout the stay in the port (bulk transit)

H3 Dgn Type “89T” dangerous goods in bulk
H4 Capacity “DA” ship's agent's capacity
H5 Handling "T" transit
H10 Name ship's name
H11 Ship's Number ship's stay number
H12 Lloyd's Number shp's IMO number
H13 Nationality
Date Vessel in Port
H14 Arrival ETA
H15 Departure (ETD)
Declarant “DA” ship's agent-declarant
as its agent.
H27 2nd Party
183
H28 Identification
H29 Capacity

C1 Operation Date
C2 Location 1
C3 Location 2
Date on Berth
C6 Arrival
C7 Departure
Means of Transport
C9 Mode
C10 Name
C11 Ship's Number
C12 Lloyd's Number
C13 Nationality
C15 Transport License
2nd Party
C16 Identification
C17 Capacity
17. No bulk goods

To be specified per good.
G0 Goods number Number goods detail -1 to 99 Maximum 99 goods details per consignment
G1 Code Regulation “IMD” – for packaged dangerous goods always IMDG code
G2 IMDG Class IMDG class
G3 IMDG-Subsidiary Risks (max. 3) (additional risks) – Mandatory if assigned
G4 UNDG number UN number
G5 Flashpoint (flashpoint) – mandatory when IMDG class or subsidiary risk = 3 goods in °C or °F
G6 Packing Group (1,2,3) – mandatory when assigned to a UN number
G7 EMS codes (Emergency Response Schedules)
Outer Package
G8 Number total number of packages
G9 Type see code list UN / TP - see remarks
Inner Package
G10 Number (number of packages)
G11 Type (see code list UN / TP)
G12 Technical Name technical name - this may be the Proper Shipping Name supplemented with the “tehnical
name” (§3.1.2 of the IMDG code)
G13 Additional Information (additional information (e.g. "above cal. 13.2mm"))
G14 Limited / excepted quantity indicator (‘’TLQ’’ – limited quantities / ‘’TEQ’’ – excepted quantities)
G15 Marine pollutant indicator (Indication whether the goods are classified as marine pollutant)
G16 Marine pollutant information (Technical name of the substance that is responsible for the marine pollutant property)
G17 Radioactive info
Net Weight
G18 Quantity Net weight - number of kg or tonnes, format: 12345.67
G19 Unit Unit "KGM" (kilogram), "TNE" (tonne) or “GRM” (gram))
Gross Weight
G20 Quantity (Gross weight) - number of kg or tonnes, format: 12345.67
G21 Unit (Unit "KGM" (kilogram), "TNE" (tonne), “GRM” (gram))
Net explosive Weight
G22 Quantity (Neq weight) - number of kg or tonnes, format: 12345.67 – for explosives only
G23 Unit Unit "KGM" (kilogram), "TNE" (tonne) or “GRM” (gram))
G24 Radioactive index of transport (Only for class 7 as specified in §5.1.5.3. of the IMDG code
184
Radioactivity
G25 Value (Activity) – format:
G26 Unit (Unit) - “CUR” (curie), “BQL” (becquerel), “GBQ”( gigabecquerel), “TBQ”( terabecquerel),
“4N”( megabecquerel)
Stowage Information For dangerous non-container goods
G27 Stowage Position (stowage position of goods on board) - see MIG IFTDGN at APCS site
G28 Cargo Hold no. (number of cargo hold)
G29 Status Hold (open/closed)
Container Specifications For dangerous container goods: max. 99 per goods detail
Co01 Container Number (container number, if applicable (possibly TBN1))
Co02 Number of Packages in Container (number of packages in the container)
Co03 Stowage Position (Location on board) – mandatory for declaration scenarios 1,2,3 & 9
18. Bulk goods

To be specified per good.
GB0 Goods number Number goods detail -1 to 99 Maximum 99 goods details per consignment
GB1 Code regulation “IBC” – liquid chemicals in bulk (IBC code),
“IGC” – liquefied gases in bulk (IGC code),
“SBC” – for solid bulk (IMSBC code),
“MAR” – annex I of MARPOL (oil and product tankers)
“ADN” – product allowed for carriage by inland waterways
GB2 IMDG Class Danger class as assigned in the respective IMO code, or the IMDG class for "ADN"
GB3 UNDG number UN number of "0000" if not assigned
Outer Package
GB4 Number 0
GB5 Type see code list UN / TP – only codes for bulk goods may be used (NE,VE,VL,VO,VQ,VR,VS or VY)
Inner Package
GB6 Number
GB7 Type
GB8 Technical Name Product name as described in IMO code or ADN respectively
GB9 Additional Information (additional information)
Net Weight
GB10 Quantity Net weight - number of kg or tonnes, format: 12345.67
GB11 Unit Unit - "KGM" (for kilogram) or "TNE" (for tonne)
Stowage Information
GB12 Stowage position (stowage position of goods on board) - see MIG IFTDGN at APCS site
GB13 Cargo Hold no. (number of cargo hold)
GB14 Status Hold (open/closed)
185
4.2.4.1 Required training
Training requirements for declarants of dangerous and/or contaminating goods:
Compliance with the requirements referred to in article 4.2.4.1 of the Municipal Port Police
Regulations can be achieved in 2 ways:
1. The full training, as described in 4.2.4.1.1, which allows holders of the certificate to declare all
handling of dangerous and/or contaminating goods to the HMO.
The training, as described in 4.2.4.1.2, which allows holders of the certificate to declare only
dangerous and/or contaminating goods in bulk to the HMO.
4.2.4.1.1. For dangerous and/or contaminating goods in packaged form and in bulk
A. Training "Introduction to the IMDG Code"
Before the port regulations training referred to in article 4.2.4.1 can be followed, the candidate
must present a certificate showing that he/she completed the training "Introduction to the IMDG
Code".
This training, which comprises at least 8 hours, must cover all elements that allow a proper
understanding of Chapter 4.2 of the Municipal Port Police Regulations. It must first be recognised
by the Harbourmaster's Office - Goods and Environment.
At least the following subjects and concepts must be addressed:

a) Legal framework of the IMDG Code (Orange Book, ADR, RID, ADN(R), ICAO, etc.)
b) Hazard properties, physical concepts:
 flashpoint
 vapour pressure
 toxicity LD50 (oral, dermal, inhalation)
 SADT, Control Temperature, Emergency Temperature
 radiation and dosage (becquerel, sievert)
c) Classification of dangerous goods (IMDG - Part 2)

d) Placards, labels, marks and signs (IMDG - Chapter 5.2 & 5.3)
e) documents: DGD, CPC, Dangerous Cargo Manifest, Transport Document (IMDG - Chapter
5.4)
f) SDS: "Safety data sheet": as extra source of product information in case of problems with
dangerous goods and for validation of the information on the transport documents
g) Segregation and stowage: Container ships, general cargo, ro-ro's, lash, bulk/packaged
goods on board of bulk carriers (IMDG - Part 7)
h) Packaging groups and codes
Additionally, practical use of the following codes and conventions:
i) International Bulk Chemicals Code (IBC Code)

 Which ships are covered by this code?
 Chapter 17: product list
 Safety and pollution hazards
 Categories: X,Y,Z and OS
186
j) International Gas Carrier Code (IGC Code)
 Chapter 19: list of gases
k) International Maritime Solid Bulk Cargoes Code (IMSBC Code)

 Group A, B and C with examples of bulk cargoes
l) Marpol Convention
 Purpose of the convention
 annex I,II,III,IV, V and VI.
The certificate awarded on completion of this training is personal and valid for 5 years.
B. Overview of recognised training courses "Introduction to the IMDG Code"
Institute Name of training Remark

DGT Maritime Transport of Dangerous Goods -
Introduction to the IMDG Code
DGT Study day ADR/RID/IMDG For renewal of the
certificate "Introduction to
the IMDG Code"
ESI Study afternoon - changes to For renewal of the
ADR/IMDG/HAZMAT certificate "Introduction to
the IMDG Code"
GC-Advice IMDG (maritime transport of dangerous
goods)
Karel De Grote Bachelor Logistics Management with pass
Hogeschool for the subject "dangerous cargo in the Port
of Antwerp"
Portilog IMDG (maritime transport of dangerous
goods)
Portilog IMDG update For renewal of the
certificate "Introduction to
the IMDG Code"
Rob van Uffelen IMDG training
IMO Advice
C. Training "Port Regulations for Dangerous Goods"
Holders of a valid training certificate "Introduction to the IMDG Code" can participate in the
training course "Port regulations dangerous goods".
To obtain this training certificate, all candidates will be required to pass a written exam.
Candidates obtaining a score of at least 60 out of 100 will be awarded the certificate, which
allows them to submit declarations for the handling of dangerous and/or contaminating goods.
187
4.2.4.1.2. Only for dangerous and/or contaminating goods in bulk
A. Training "Port regulations dangerous and/or contaminating goods in bulk"
Persons working for shipping agents or forwarders that handle only dangerous and/or
contaminating goods in bulk may opt to follow only the training "Port regulations dangerous
and/or contaminating goods in bulk".
They do not need to follow the training "Introduction to the IMDG Code" as described in
4.2.4.1.1.A.
To obtain this training certificate, all candidates will be required to pass a written exam.
Candidates obtaining a score of at least 60 out of 100 will be awarded the certificate, which
allows them to submit only declarations for the handling of dangerous and/or contaminating
goods in bulk.
A holder of this certificate who starts working for a shipping agent or forwarder who handles
dangerous goods in packaged form, must then follow the training courses as described in
4.2.4.1.1 before he/she can submit declarations for the handling of packaged dangerous goods
with the HMO or acts as authorized person in these declarations.
B. Transitional provision for declarants of dangerous and/or contaminating goods in bulk
The certificates obtained by people who submit only declarations for the handling of dangerous
and/or contaminating goods in bulk and who satisfy the conditions as set out in 4.2.4.1.1, will
remain valid (regardless of the expiry date specified) until the specific training courses for
declarants of dangerous and/or contaminating goods in bulk are organised.
4.2.4.1.3. Registration of trained employees as DGN contact in the APICS counter
All employees of shipping agents and forwarders who are specified as contact person and authorized
person in the declarations must be registered as DGN contact in the APICS counter. For this
registration, the training certificates obtained must be uploaded for validation by HMO and it must
be specified whether the employee is also authorized to act as authorized person in the declarations.
After approval by the HMO, the employee can act as contact person and/or authorized person.
The names of the contact persons and/or authorized persons, specified in the declarations, must be
identical to a name of a registered DGN contact of the declarant in question.
188
4.2.5 Packaged dangerous goods
The annexed list contains the handling method for packaged dangerous goods.
 The first column contains the UN number.

 The second column contains the handling method:
o R: Dangerous goods that must always be handled directly.
o R10: Dangerous goods that must be handled directly but, when loaded in a
container for handling at a recognised container terminal (art. 4.2.10) may remain
at the terminal for 10 calendar days as a result of a delay in the transport chain.
o 10: Dangerous goods that may remain for 10 calendar days at a terminal as a
result of a delay in the transport chain.
 The third column specifies whether special conditions apply or extra information is
needed to correctly determine the handling method in column 2.
The following options are possible:
o BVRAD: Radioactive Substances - article 4.7 also applies to the handling of these
dangerous goods.
o BVSPR: Explosives - article 4.8 also applies to the handling of these dangerous
goods.
o BVTAN: Technically pure ammonium nitrate or equivalent mixtures - article 4.5
also applies to the handling of these dangerous goods.
o BVZTG: Highly toxic gases - article 4.6 also applies to the handling of these
dangerous goods.
o OV: handling method depends on the flashpoint (closed cup):
Dangerous goods having a flashpoint less than 23°C must be handled directly.
Dangerous goods having a flashpoint greater than or equal to 23°C may remain
in the port for 10 calendar port as a result of a delay in the transport chain.
o TOECOM: the handling of these goods is subject to special authorization by the
Harbourmaster.
o VERB: Dangerous goods to which these UN numbers were assigned may not be
handled in the Port of Antwerp.
o “-“: No additional provisions apply to the handling of these goods in addition to the
handling method specified in column 2 for these UN numbers.
189
0075 R BVSPR 0155 R BVSPR
UN NUMBER BEH BV
0076 R BVSPR 0159 R BVSPR
0004 R BVSPR 0077 R BVSPR 0160 R BVSPR
0020 VERB VERB 0102 R BVSPR 0186 R BVSPR
0021 VERB VERB 0103 R BVSPR 0190 R BVSPR
190
191
0410 R BVSPR 0458 R BVSPR 0503 R10 BVSPR
0418 R BVSPR 0465 R BVSPR 1001 R10 -
0419 R BVSPR 0466 R BVSPR 1002 10 -
0420 R BVSPR 0467 R BVSPR 1003 10 -
0421 R BVSPR 0468 R BVSPR 1005 R10 -
0424 R BVSPR 0469 R BVSPR 1006 10 -
0425 R BVSPR 0470 R BVSPR 1008 R BVZTG
0426 R BVSPR 0471 R BVSPR 1009 10 -
0427 R BVSPR 0472 R BVSPR 1010 R10 -
0428 R BVSPR 0473 R BVSPR 1011 R10 -
0429 R BVSPR 0474 R BVSPR 1012 R10 -
0430 R BVSPR 0475 R BVSPR 1013 10 -
0431 R10 BVSPR 0476 R BVSPR 1016 R10 -
0432 R10 BVSPR 0477 R BVSPR 1017 R BVZTG
0433 R BVSPR 0478 R BVSPR 1018 10 -
0434 R BVSPR 0479 R BVSPR 1020 10 -
0435 R BVSPR 0480 R BVSPR 1021 10 -
0436 R BVSPR 0481 R BVSPR 1022 10 -
0437 R BVSPR 0482 R BVSPR 1023 R10 -
0438 R BVSPR 0483 R BVSPR 1026 R BVZTG
0439 R BVSPR 0484 R BVSPR 1027 R10 -
0440 R BVSPR 0485 R BVSPR 1028 10 -
0441 R BVSPR 0486 R BVSPR 1029 10 -
0442 R BVSPR 0487 R BVSPR 1030 R10 -
0443 R BVSPR 0488 R BVSPR 1032 R10 -
192
1033 R10 - 1086 R10 - 1153 R10 OV
1035 R10 - 1087 R10 - 1154 R10 OV
1036 R10 - 1088 R10 OV 1155 R10 OV
1037 R10 - 1089 R10 OV 1156 R10 OV
1038 R10 - 1090 R10 OV 1157 R10 OV
1039 R10 - 1091 R10 OV 1158 R10 OV
1040 R10 - 1092 R10 - 1159 R10 OV
1041 R10 - 1093 R10 OV 1160 R10 OV
1043 10 - 1098 R10 - 1161 R10 OV
1044 10 - 1099 R10 OV 1162 R10 OV
1045 R BVZTG 1100 R10 OV 1163 R10 -
1046 10 - 1104 R10 OV 1164 R10 OV
1048 R BVZTG 1105 R10 OV 1165 R10 OV
1049 R10 - 1106 R10 OV 1166 R10 OV
1050 R10 - 1107 R10 OV 1167 R10 OV
1051 R10 - 1108 R10 OV 1169 R10 OV
1052 10 - 1109 R10 OV 1170 R10 OV
1053 R BVZTG 1110 R10 OV 1171 R10 OV
1055 R10 - 1111 R10 OV 1172 R10 OV
1056 10 - 1112 R10 OV 1173 R10 OV
1057 R10 - 1113 R10 OV 1175 R10 OV
1058 10 - 1114 R10 OV 1176 R10 OV
1060 R10 - 1120 R10 OV 1177 R10 OV
1061 R10 - 1123 R10 OV 1178 R10 OV
1062 R10 - 1125 R10 OV 1179 R10 OV
1063 R10 - 1126 R10 OV 1180 R10 OV
1064 R10 - 1127 R10 OV 1181 10 -
1065 10 - 1128 R10 OV 1182 R10 -
1066 10 - 1129 R10 OV 1183 R10 -
1067 R BVZTG 1130 R10 OV 1184 R10 OV
1069 R BVZTG 1131 R10 OV 1185 R10 -
1070 10 - 1133 R10 OV 1188 R10 OV
1071 R10 - 1134 R10 OV 1189 R10 OV
1072 10 - 1135 10 - 1190 R10 OV
1073 10 - 1136 R10 OV 1191 R10 OV
1075 R10 - 1139 R10 OV 1192 R10 OV
1076 R BVZTG 1143 R10 - 1193 R10 OV
1077 R10 - 1144 R10 OV 1194 R10 OV
1078 10 - 1145 R10 OV 1195 R10 OV
1079 R BVZTG 1146 R10 OV 1196 R10 OV
1080 10 - 1147 R10 OV 1197 R10 OV
1081 R10 - 1148 R10 OV 1198 R10 OV
1082 R10 - 1149 R10 OV 1199 10 -
1083 R10 - 1150 R10 OV 1201 R10 OV
1085 R10 - 1152 R10 OV 1202 R10 OV
193
1203 R10 OV 1268 R10 OV 1327 10 -
1204 R BVSPR 1272 R10 OV 1328 10 -
1206 R10 OV 1274 R10 OV 1330 10 -
1207 R10 OV 1275 R10 OV 1331 10 -
1208 R10 OV 1276 R10 OV 1332 10 -
1210 R10 OV 1277 R10 OV 1333 10 -
1212 R10 OV 1278 R10 OV 1334 10 -
1213 R10 OV 1279 R10 OV 1336 R BVSPR
1214 R10 OV 1280 R10 OV 1337 R BVSPR
1216 R10 OV 1281 R10 OV 1338 10 -
1218 R10 OV 1282 R10 OV 1339 10 -
1219 R10 OV 1286 R10 OV 1340 10 -
1220 R10 OV 1287 R10 OV 1341 10 -
1221 R10 OV 1288 R10 OV 1343 10 -
1222 R10 OV 1289 R10 OV 1344 R BVSPR
1223 R10 OV 1292 R10 OV 1345 10 -
1224 R10 OV 1293 R10 OV 1346 10 -
1228 R10 OV 1294 R10 OV 1347 R BVSPR
1229 R10 OV 1295 R10 - 1348 R BVSPR
1230 R10 OV 1296 R10 OV 1349 R BVSPR
1231 R10 OV 1297 R10 OV 1350 10 -
1233 R10 OV 1298 R10 OV 1352 10 -
1234 R10 OV 1299 R10 OV 1353 10 -
1235 R10 OV 1300 R10 OV 1354 R BVSPR
1237 R10 OV 1301 R10 OV 1355 R BVSPR
1238 R10 - 1302 R10 OV 1356 R BVSPR
1239 R10 - 1303 R10 OV 1357 R BVSPR
1242 R10 - 1304 R10 OV 1358 10 -
1243 R10 OV 1305 R10 OV 1360 10 -
1244 R10 - 1306 R10 OV 1361 10 -
1245 R10 OV 1307 R10 OV 1362 10 -
1246 R10 OV 1308 R10 OV 1363 10 -
1247 R10 OV 1309 10 - 1364 10 -
1248 R10 OV 1310 R BVSPR 1365 10 -
1249 R10 OV 1312 10 - 1369 R10 -
1250 R10 OV 1313 10 - 1372 10 -
1251 R10 - 1314 10 - 1373 10 -
1259 R10 - 1318 10 - 1374 10 -
1261 R10 OV 1320 R BVSPR 1376 10 -
1262 R10 OV 1321 R BVSPR 1378 10 -
1263 R10 OV 1322 R BVSPR 1379 10 -
1264 R10 OV 1323 10 - 1380 R10 -
1265 R10 OV 1324 10 - 1381 R10 -
1266 R10 OV 1325 10 - 1382 10 -
1267 R10 OV 1326 10 - 1383 R10 -
194
1384 10 - 1439 10 - 1492 10 -
1385 10 - 1442 10 - 1493 10 -
1386 10 - 1444 10 - 1494 10 -
1387 10 - 1445 10 - 1495 10 -
1389 10 - 1446 10 - 1496 10 -
1390 10 - 1447 10 - 1498 10 -
1391 R10 - 1448 10 - 1499 10 -
1392 10 - 1449 10 - 1500 10 -
1393 10 - 1450 10 - 1502 10 -
1394 10 - 1451 10 - 1503 10 -
1395 10 - 1452 10 - 1504 10 -
1396 10 - 1453 10 - 1505 10 -
1397 10 - 1454 10 - 1506 10 -
1398 10 - 1455 10 - 1507 10 -
1400 10 - 1456 10 - 1508 10 -
1401 10 - 1457 10 - 1509 10 -
1402 10 - 1458 10 - 1510 10 -
1403 10 - 1459 10 - 1511 10 -
1404 10 - 1461 10 - 1512 VERB VERB
1405 10 - 1462 10 - 1513 10 -
1407 10 - 1463 10 - 1514 10 -
1408 10 - 1465 10 - 1515 10 -
1409 10 - 1466 10 - 1516 10 -
1410 10 - 1467 10 - 1517 R BVSPR
1411 R10 - 1469 10 - 1541 10 -
1413 10 - 1470 10 - 1544 10 -
1414 10 - 1471 10 - 1545 10 -
1415 10 - 1472 10 - 1546 10 -
1417 10 - 1473 10 - 1547 10 -
1418 10 - 1474 10 - 1548 10 -
1419 10 - 1475 10 - 1549 10 -
1420 10 - 1476 10 - 1550 10 -
1421 10 - 1477 10 - 1551 10 -
1422 10 - 1479 10 - 1553 10 -
1423 R10 - 1481 10 - 1554 10 -
1426 10 - 1482 10 - 1555 10 -
1427 10 - 1483 10 - 1556 10 -
1428 10 - 1484 10 - 1557 10 -
1431 10 - 1485 10 - 1558 10 -
1432 10 - 1486 10 - 1559 10 -
1433 10 - 1487 10 - 1560 10 -
1435 10 - 1488 10 - 1561 10 -
1436 10 - 1489 10 - 1562 10 -
1437 10 - 1490 10 - 1564 10 -
1438 10 - 1491 10 - 1565 10 -
195
1566 10 - 1618 10 - 1671 10 -
1567 10 - 1620 10 - 1672 10 -
1569 10 - 1621 10 - 1673 10 -
1570 10 - 1622 10 - 1674 10 -
1571 R BVSPR 1623 10 - 1677 10 -
1572 10 - 1624 10 - 1678 10 -
1573 10 - 1625 10 - 1679 10 -
1574 10 - 1626 10 - 1680 10 -
1575 10 - 1627 10 - 1683 10 -
1577 10 - 1629 10 - 1684 10 -
1578 10 - 1630 10 - 1685 10 -
1579 10 - 1631 10 - 1686 10 -
1580 10 - 1634 10 - 1687 10 -
1581 R BVZTG 1636 10 - 1688 10 -
1582 R BVZTG 1637 10 - 1689 10 -
1583 R10 - 1638 10 - 1690 10 -
1585 10 - 1639 10 - 1691 10 -
1586 10 - 1640 10 - 1692 10 -
1587 10 - 1641 10 - 1693 10 -
1588 10 - 1642 10 - 1694 10 -
1589 R BVZTG 1643 10 - 1695 10 -
1590 10 - 1644 10 - 1697 10 -
1591 10 - 1645 10 - 1698 10 -
1593 10 - 1646 10 - 1699 10 -
1594 10 - 1647 10 - 1700 10 -
1595 10 - 1648 R10 OV 1701 10 -
1596 10 - 1649 R10 - 1702 10 -
1597 10 - 1650 10 - 1704 10 -
1598 10 - 1651 10 - 1707 10 -
1599 10 - 1652 10 - 1708 10 -
1600 10 - 1653 10 - 1709 10 -
1601 10 - 1654 10 - 1710 10 -
1602 10 - 1655 10 - 1711 10 -
1603 10 - 1656 10 - 1712 10 -
1604 10 - 1657 10 - 1713 10 -
1605 10 - 1658 10 - 1714 10 -
1606 10 - 1659 10 - 1715 10 -
1607 10 - 1660 R BVZTG 1716 10 -
1608 10 - 1661 10 - 1717 R10 OV
1611 10 - 1662 10 - 1718 10 -
1612 R BVZTG 1663 10 - 1719 10 -
1613 10 - 1664 10 - 1722 10 -
1614 10 - 1665 10 - 1723 R10 OV
1616 10 - 1669 10 - 1724 10 -
1617 10 - 1670 10 - 1725 10 -
196
1726 10 - 1774 10 - 1825 10 -
1727 10 - 1775 10 - 1826 10 -
1728 10 - 1776 10 - 1827 10 -
1729 10 - 1777 10 - 1828 10 -
1730 10 - 1778 10 - 1829 10 -
1731 10 - 1779 10 - 1830 10 -
1732 10 - 1780 10 - 1831 10 -
1733 10 - 1781 10 - 1832 10 -
1736 10 - 1782 10 - 1833 10 -
1737 10 - 1783 10 - 1834 10 -
1738 10 - 1784 10 - 1835 10 -
1739 10 - 1786 10 - 1836 10 -
1740 10 - 1787 10 - 1837 10 -
1741 R10 - 1788 10 - 1838 10 -
1742 10 - 1789 10 - 1839 10 -
1743 10 - 1790 10 - 1840 10 -
1744 10 - 1791 10 - 1841 10 -
1745 10 - 1792 10 - 1843 10 -
1746 10 - 1793 10 - 1845 10 -
1747 10 - 1794 10 - 1846 10 -
1748 10 - 1796 10 - 1847 10 -
1749 R BVZTG 1798 10 - 1848 10 -
1750 10 - 1799 10 - 1849 10 -
1751 10 - 1800 10 - 1851 10 -
1752 10 - 1801 10 - 1854 R10 -
1753 10 - 1802 10 - 1855 R10 -
1754 10 - 1803 10 - 1856 10 -
1755 10 - 1804 10 - 1857 10 -
1756 10 - 1805 10 - 1858 10 -
1757 10 - 1806 10 - 1859 R BVZTG
1758 10 - 1807 10 - 1860 R10 -
1759 10 - 1808 10 - 1862 R10 OV
1760 10 - 1809 10 - 1863 R10 OV
1761 10 - 1810 10 - 1865 R10 OV
1762 10 - 1811 10 - 1866 R10 OV
1763 10 - 1812 10 - 1868 10 -
1764 10 - 1813 10 - 1869 10 -
1765 10 - 1814 10 - 1870 10 -
1766 10 - 1815 R10 OV 1871 10 -
1767 10 - 1816 10 - 1872 10 -
1768 10 - 1817 10 - 1873 10 -
1769 10 - 1818 10 - 1884 10 -
1770 10 - 1819 10 - 1885 10 -
1771 10 - 1823 10 - 1886 10 -
1773 10 - 1824 10 - 1887 10 -
197
1888 10 - 1956 10 - 2013 10 -
1889 10 - 1957 R10 - 2014 10 -
1891 10 - 1958 10 - 2015 10 -
1892 10 - 1959 R10 - 2016 R10 -
1894 10 - 1961 R10 - 2017 R10 -
1895 10 - 1962 R10 - 2018 10 -
1897 10 - 1963 10 - 2019 10 -
1898 10 - 1964 R10 - 2020 10 -
1902 10 - 1965 R10 - 2021 10 -
1903 10 - 1966 R TOECOM 2022 10 -
1905 10 - 1967 R10 - 2023 10 -
1906 10 - 1968 10 - 2024 10 -
1907 10 - 1969 R10 - 2025 10 -
1908 10 - 1970 10 - 2026 10 -
1911 R BVZTG 1971 R10 - 2027 10 -
1912 R10 - 1972 R10 - 2028 10 -
1913 10 - 1973 10 - 2029 10 -
1914 R10 OV 1974 10 - 2030 10 -
1915 R10 OV 1975 R BVZTG 2031 10 -
1916 10 - 1976 10 - 2032 10 -
1917 R10 OV 1977 10 - 2033 10 -
1918 R10 OV 1978 R10 - 2034 R10 -
1919 R10 OV 1982 10 - 2035 R10 -
1920 R10 OV 1983 10 - 2036 10 -
1921 R10 OV 1984 10 - 2037 R10 -
1922 R10 OV 1986 R10 OV 2038 10 -
1923 10 - 1987 R10 OV 2044 R10 -
1928 R10 - 1988 R10 OV 2045 R10 OV
1929 10 - 1989 R10 OV 2046 R10 OV
1931 10 - 1990 10 - 2047 R10 OV
1932 10 - 1991 R10 OV 2048 R10 OV
1935 10 - 1992 R10 OV 2049 R10 OV
1938 10 - 1993 R10 OV 2050 R10 OV
1939 10 - 1994 R10 - 2051 10 -
1940 10 - 1999 R10 OV 2052 R10 OV
1941 10 - 2000 10 - 2053 R10 OV
1942 R10 BVTAN 2001 10 - 2054 10 -
1944 10 - 2002 10 - 2055 R10 OV
1945 10 - 2004 R10 - 2056 R10 OV
1950 10 - 2006 10 - 2057 R10 OV
1951 10 - 2008 10 - 2058 R10 OV
1952 R10 - 2009 10 - 2059 R BVSPR
1953 R10 - 2010 10 - 2067 R10 BVTAN
1954 R10 - 2011 10 - 2071 R10 BVTAN
1955 R10 - 2012 10 - 2073 R10 -
198
2074 10 - 2233 10 - 2280 10 -
2075 10 - 2234 R10 OV 2281 10 -
2076 10 - 2235 10 - 2282 R10 OV
2077 10 - 2236 10 - 2283 R10 OV
2078 10 - 2237 10 - 2284 R10 OV
2079 10 - 2238 R10 OV 2285 10 -
2186 VERB VERB 2239 10 - 2286 R10 OV
2187 10 - 2240 10 - 2287 R10 OV
2188 R BVZTG 2241 R10 OV 2288 R10 OV
2189 R BVZTG 2242 R10 OV 2289 10 -
2190 R BVZTG 2243 R10 OV 2290 10 -
2191 R BVZTG 2244 R10 OV 2291 10 -
2192 R BVZTG 2245 R10 OV 2293 R10 OV
2193 10 - 2246 R10 OV 2294 10 -
2194 R BVZTG 2247 R10 OV 2295 10 -
2195 R BVZTG 2248 10 - 2296 R10 OV
2196 R BVZTG 2249 10 - 2297 R10 OV
2197 R10 - 2250 10 - 2298 R10 OV
2198 R BVZTG 2251 R10 OV 2299 10 -
2199 R BVZTG 2252 R10 OV 2300 10 -
2200 R10 - 2253 10 - 2301 R10 OV
2201 10 - 2254 10 - 2302 R10 OV
2202 R BVZTG 2256 R10 OV 2303 R10 OV
2203 R10 - 2257 10 - 2304 10 -
2204 R BVZTG 2258 10 - 2305 10 -
2205 10 - 2259 10 - 2306 10 -
2206 10 - 2260 R10 OV 2307 10 -
2208 10 - 2261 10 - 2308 10 -
2209 10 - 2262 10 - 2309 R10 OV
2210 R10 - 2263 R10 OV 2310 R10 OV
2211 10 - 2264 10 - 2311 10 -
2212 10 - 2265 R10 OV 2312 10 -
2213 10 - 2266 R10 OV 2313 R10 OV
2214 10 - 2267 10 - 2315 10 -
2215 10 - 2269 10 - 2316 10 -
2216 10 - 2270 R10 OV 2317 10 -
2217 10 - 2271 R10 OV 2318 10 -
2218 10 - 2272 10 - 2319 R10 OV
2219 R10 OV 2273 10 - 2320 10 -
2222 R10 OV 2274 10 - 2321 10 -
2224 10 - 2275 R10 OV 2322 10 -
2225 10 - 2276 R10 OV 2323 R10 OV
2226 10 - 2277 R10 OV 2324 R10 OV
2227 R10 OV 2278 R10 OV 2325 R10 OV
2232 10 - 2279 10 - 2326 10 -
199
2327 10 - 2376 R10 OV 2424 10 -
2328 10 - 2377 R10 OV 2426 VERB VERB
2329 R10 OV 2378 R10 OV 2427 10 -
2330 R10 OV 2379 R10 OV 2428 10 -
2331 10 - 2380 R10 OV 2429 10 -
2332 R10 OV 2381 R10 OV 2430 10 -
2333 R10 OV 2382 R10 - 2431 10 -
2334 R10 - 2383 R10 OV 2432 10 -
2335 R10 OV 2384 R10 OV 2433 10 -
2336 R10 OV 2385 R10 OV 2434 10 -
2337 10 - 2386 R10 OV 2435 10 -
2338 R10 OV 2387 R10 OV 2436 R10 OV
2339 R10 OV 2388 R10 OV 2437 10 -
2340 R10 OV 2389 R10 OV 2438 R10 -
2341 R10 OV 2390 R10 OV 2439 10 -
2342 R10 OV 2391 R10 OV 2440 10 -
2343 R10 OV 2392 R10 OV 2441 R10 -
2344 R10 OV 2393 R10 OV 2442 10 -
2345 R10 OV 2394 R10 OV 2443 10 -
2346 R10 OV 2395 R10 OV 2444 10 -
2347 R10 OV 2396 R10 OV 2446 10 -
2348 R10 OV 2397 R10 OV 2447 R10 -
2350 R10 OV 2398 R10 OV 2448 10 -
2351 R10 OV 2399 R10 OV 2451 10 -
2352 R10 OV 2400 R10 OV 2452 R10 -
2353 R10 OV 2401 10 - 2453 10 -
2354 R10 OV 2402 R10 OV 2454 10 -
2356 R10 OV 2403 R10 OV 2455 VERB VERB
2357 10 - 2404 R10 OV 2456 R10 OV
2358 R10 OV 2405 R10 OV 2457 R10 OV
2359 R10 OV 2406 R10 OV 2458 R10 OV
2360 R10 OV 2407 R10 - 2459 R10 OV
2361 R10 OV 2409 R10 OV 2460 R10 OV
2362 R10 OV 2410 R10 OV 2461 R10 OV
2363 R10 OV 2411 R10 OV 2463 10 -
2364 R10 OV 2412 R10 OV 2464 10 -
2366 R10 OV 2413 R10 OV 2465 10 -
2367 R10 OV 2414 R10 OV 2466 10 -
2368 R10 OV 2416 R10 OV 2468 10 -
2370 R10 OV 2417 R BVZTG 2469 10 -
2371 R10 OV 2418 R BVZTG 2470 10 -
2372 R10 OV 2419 R10 - 2471 10 -
2373 R10 OV 2420 R BVZTG 2473 10 -
2374 R10 OV 2421 R BVZTG 2474 10 -
2375 R10 OV 2422 10 - 2475 10 -
200
2477 10 - 2534 R BVZTG 2603 R10 OV
2478 R10 OV 2535 R10 OV 2604 10 -
2480 R10 - 2536 R10 OV 2605 R10 OV
2481 R10 OV 2538 10 - 2606 R10 -
2482 R10 - 2541 R10 OV 2607 R10 OV
2483 R10 OV 2542 10 - 2608 R10 OV
2484 R10 - 2545 10 - 2609 10 -
2485 R10 OV 2546 10 - 2610 R10 OV
2486 R10 OV 2547 10 - 2611 10 -
2487 10 - 2548 R BVZTG 2612 R10 OV
2488 10 - 2552 R10 - 2614 R10 OV
2490 10 - 2554 R10 OV 2615 R10 OV
2491 10 - 2555 R BVSPR 2616 R10 OV
2493 R10 OV 2556 R BVSPR 2617 R10 OV
2495 10 - 2557 R BVSPR 2618 R10 OV
2496 10 - 2558 10 - 2619 10 -
2498 R10 OV 2560 R10 OV 2620 R10 OV
2501 10 - 2561 R10 OV 2621 R10 OV
2502 10 - 2564 10 - 2622 R10 OV
2503 10 - 2565 10 - 2623 R10 -
2504 10 - 2567 10 - 2624 10 -
2505 10 - 2570 10 - 2626 R10 -
2506 10 - 2571 10 - 2627 10 -
2507 10 - 2572 10 - 2628 10 -
2508 10 - 2573 10 - 2629 10 -
2509 10 - 2574 10 - 2630 10 -
2511 10 - 2576 10 - 2642 10 -
2512 10 - 2577 10 - 2643 10 -
2513 10 - 2578 10 - 2644 10 -
2514 R10 OV 2579 10 - 2645 10 -
2515 10 - 2580 10 - 2646 10 -
2516 10 - 2581 10 - 2647 10 -
2517 R10 - 2582 10 - 2648 10 -
2518 10 - 2583 10 - 2649 10 -
2520 R10 OV 2584 10 - 2650 10 -
2521 10 - 2585 10 - 2651 10 -
2522 10 - 2586 10 - 2653 10 -
2524 R10 OV 2587 10 - 2655 10 -
2525 10 - 2588 10 - 2656 10 -
2526 R10 OV 2589 10 - 2657 10 -
2527 R10 OV 2590 10 - 2659 10 -
2528 R10 OV 2591 10 - 2660 10 -
2529 R10 OV 2599 10 - 2661 10 -
2531 10 - 2601 R10 - 2664 10 -
2533 10 - 2602 10 - 2667 10 -
201
2668 10 - 2728 10 - 2786 10 -
2669 10 - 2729 10 - 2787 R10 OV
2670 10 - 2730 10 - 2788 10 -
2671 10 - 2732 10 - 2789 10 -
2672 10 - 2733 R10 OV 2790 10 -
2673 10 - 2734 10 - 2793 10 -
2674 10 - 2735 10 - 2794 10 -
2676 R BVZTG 2738 10 - 2795 10 -
2677 10 - 2739 10 - 2796 10 -
2678 10 - 2740 10 - 2797 10 -
2679 10 - 2741 10 - 2798 10 -
2680 10 - 2742 10 - 2799 10 -
2681 10 - 2743 10 - 2800 10 -
2682 10 - 2744 10 - 2801 10 -
2683 10 - 2745 10 - 2802 10 -
2684 R10 OV 2746 10 - 2803 10 -
2685 10 - 2747 10 - 2805 10 -
2686 10 - 2748 10 - 2806 10 -
2687 10 - 2749 R10 OV 2809 10 -
2688 10 - 2750 10 - 2810 10 -
2689 10 - 2751 10 - 2811 10 -
2690 10 - 2752 R10 OV 2813 10 -
2691 10 - 2753 10 - 2814 R10 -
2692 10 - 2754 10 - 2815 10 -
2693 10 - 2757 10 - 2817 10 -
2698 10 - 2758 R10 OV 2818 10 -
2699 10 - 2759 10 - 2819 10 -
2705 10 - 2760 R10 OV 2820 10 -
2707 R10 OV 2761 10 - 2821 10 -
2709 R10 OV 2762 R10 OV 2822 10 -
2710 R10 OV 2763 10 - 2823 10 -
2713 10 - 2764 R10 OV 2826 10 -
2714 10 - 2771 10 - 2829 10 -
2715 10 - 2772 R10 OV 2830 10 -
2716 10 - 2775 10 - 2831 10 -
2717 10 - 2776 R10 OV 2834 10 -
2719 10 - 2777 10 - 2835 10 -
2720 10 - 2778 R10 OV 2837 10 -
2721 10 - 2779 10 - 2838 R10 OV
2722 10 - 2780 R10 OV 2839 10 -
2723 10 - 2781 10 - 2840 R10 OV
2724 10 - 2782 R10 OV 2841 R10 OV
2725 10 - 2783 10 - 2842 R10 OV
2726 10 - 2784 R10 OV 2844 10 -
2727 10 - 2785 10 - 2845 R10 -
202
2846 R10 - 2919 R BVRAD 2992 10 -
2849 10 - 2920 R10 OV 2993 10 -
2850 R10 OV 2921 R10 - 2994 10 -
2851 10 - 2922 10 - 2995 10 -
2852 R BVSPR 2923 10 - 2996 10 -
2853 10 - 2924 R10 OV 2997 10 -
2854 10 - 2925 10 - 2998 10 -
2855 10 - 2926 R10 - 3005 10 -
2856 10 - 2927 10 - 3006 10 -
2857 10 - 2928 10 - 3009 10 -
2858 10 - 2929 10 - 3010 10 -
2859 10 - 2930 10 - 3011 10 -
2861 10 - 2931 10 - 3012 10 -
2862 10 - 2933 R10 OV 3013 10 -
2863 10 - 2934 R10 OV 3014 10 -
2864 10 - 2935 R10 OV 3015 10 -
2865 10 - 2936 10 - 3016 10 -
2869 10 - 2937 10 - 3017 10 -
2870 R10 - 2940 10 - 3018 10 -
2871 10 - 2941 10 - 3019 10 -
2872 10 - 2942 10 - 3020 10 -
2873 10 - 2943 R10 OV 3021 R10 OV
2874 10 - 2945 R10 OV 3022 R10 OV
2875 10 - 2946 10 - 3023 10 -
2876 10 - 2947 R10 OV 3024 R10 OV
2878 10 - 2948 10 - 3025 10 -
2879 10 - 2949 10 - 3026 10 -
2880 10 - 2950 10 - 3027 10 -
2881 R10 - 2956 10 - 3028 10 -
2900 R10 - 2965 R10 - 3048 10 -
2901 R BVZTG 2966 10 - 3054 R10 OV
2902 10 - 2967 10 - 3055 10 -
2903 10 - 2968 10 - 3056 R10 OV
2904 10 - 2969 10 - 3057 R10 -
2905 10 - 2977 R BVRAD 3064 R BVSPR
2907 R BVSPR 2978 R BVRAD 3065 R10 OV
2908 R BVRAD 2983 R10 OV 3066 10 -
2909 R BVRAD 2984 10 - 3070 R10 -
2910 R BVRAD 2985 R10 OV 3071 10 -
2911 R BVRAD 2986 10 - 3072 R10 -
2912 R BVRAD 2987 10 - 3073 10 -
2913 R BVRAD 2988 R10 - 3077 10 -
2915 R BVRAD 2989 10 - 3078 10 -
2916 R BVRAD 2990 R10 - 3079 R10 OV
2917 R BVRAD 2991 10 - 3080 10 -
203
3082 10 - 3127 R10 - 3172 10 -
3083 R BVZTG 3128 10 - 3174 10 -
3084 10 - 3129 10 - 3175 10 -
3085 10 - 3130 10 - 3176 10 -
3086 10 - 3131 10 - 3178 10 -
3087 10 - 3132 10 - 3179 10 -
3088 10 - 3133 R10 - 3180 10 -
3089 10 - 3134 10 - 3181 10 -
3090 10 - 3135 R10 - 3182 10 -
3091 10 - 3136 10 - 3183 R10 -
3092 R10 OV 3137 R10 - 3184 R10 -
3093 10 - 3138 R10 - 3185 R10 -
3094 10 - 3139 10 - 3186 R10 -
3095 10 - 3140 10 - 3187 R10 -
3096 10 - 3141 10 - 3188 R10 -
3097 R10 - 3142 10 - 3189 10 -
3098 10 - 3143 10 - 3190 10 -
3099 10 - 3144 10 - 3191 10 -
3100 R10 - 3145 10 - 3192 10 -
3101 10 - 3146 10 - 3194 R10 -
3102 10 - 3147 10 - 3200 R10 -
3103 10 - 3148 10 - 3205 10 -
3104 10 - 3149 10 - 3206 10 -
3105 10 - 3150 R10 - 3208 10 -
3106 10 - 3151 10 - 3209 10 -
3107 10 - 3152 10 - 3210 10 -
3108 10 - 3153 R10 - 3211 10 -
3109 10 - 3154 R10 - 3212 10 -
3110 10 - 3155 10 - 3213 10 -
3111 R10 - 3156 10 - 3214 10 -
3112 R10 - 3157 10 - 3215 10 -
3113 R10 - 3158 10 - 3216 10 -
3114 R10 - 3159 10 - 3218 10 -
3115 R10 - 3160 R10 - 3219 10 -
3116 R10 - 3161 R10 - 3220 10 -
3117 R10 - 3162 R10 - 3221 R10 -
3118 R10 - 3163 10 - 3222 R10 -
3119 R10 - 3164 10 - 3223 10 -
3120 R10 - 3165 R10 OV 3224 10 -
3121 R10 - 3166 10 - 3225 10 -
3122 10 - 3167 R10 - 3226 10 -
3123 10 - 3168 R10 - 3227 10 -
3124 10 - 3169 R10 - 3228 10 -
3125 10 - 3170 10 - 3229 10 -
3126 10 - 3171 10 - 3230 10 -
204
3231 R10 - 3276 10 - 3321 R BVRAD
3232 R10 - 3277 10 - 3322 R BVRAD
3233 R10 - 3278 10 - 3323 R BVRAD
3234 R10 - 3279 10 - 3324 R BVRAD
3235 R10 - 3280 10 - 3325 R BVRAD
3236 R10 - 3281 10 - 3326 R BVRAD
3237 R10 - 3282 10 - 3327 R BVRAD
3238 R10 - 3283 10 - 3328 R BVRAD
3239 R10 - 3284 10 - 3329 R BVRAD
3240 R10 - 3285 10 - 3330 R BVRAD
3241 R10 - 3286 R10 OV 3331 R BVRAD
3242 R10 - 3287 10 - 3332 R BVRAD
3243 10 - 3288 10 - 3333 R BVRAD
3244 10 - 3289 10 - 3336 R10 OV
3245 10 - 3290 10 - 3337 10 -
3246 10 - 3291 R10 - 3338 10 -
3247 10 - 3292 10 - 3339 10 -
3248 R10 OV 3293 10 - 3340 10 -
3249 10 - 3294 10 - 3341 10 -
3250 10 - 3295 R10 OV 3342 10 -
3251 R10 - 3296 10 - 3343 R BVSPR
3252 R10 - 3297 10 - 3344 R BVSPR
3253 10 - 3298 10 - 3345 10 -
3254 R10 - 3299 10 - 3346 R10 OV
3255 R10 - 3300 R10 - 3347 10 -
3256 R10 - 3301 R10 - 3348 10 -
3257 10 - 3302 10 - 3349 10 -
3258 10 - 3303 R10 - 3350 R10 OV
3259 10 - 3304 R10 - 3351 10 -
3260 10 - 3305 R10 - 3352 10 -
3261 10 - 3306 R10 - 3354 R10 -
3262 10 - 3307 R10 - 3355 R10 -
3263 10 - 3308 R10 - 3356 10 -
3264 10 - 3309 R10 - 3357 R BVSPR
3265 10 - 3310 R10 - 3358 10 -
3266 10 - 3311 10 - 3359 10 -
3267 10 - 3312 R10 - 3360 10 -
3268 R10 BVSPR 3313 R10 - 3361 R10 -
3269 R10 OV 3314 10 - 3362 R10 OV
3270 10 - 3315 10 - 3363 10 -
3271 R10 OV 3316 10 - 3364 R BVSPR
3272 R10 OV 3317 R BVSPR 3365 R BVSPR
3273 R10 OV 3318 R10 - 3366 R BVSPR
3274 R10 OV 3319 R BVSPR 3367 R BVSPR
3275 10 - 3320 10 - 3368 R BVSPR
205
3369 R BVSPR 3415 10 - 3463 10 -
3370 R BVSPR 3416 10 - 3464 10 -
3371 R10 OV 3417 10 - 3465 10 -
3373 R10 - 3418 10 - 3466 10 -
3374 R10 - 3419 10 - 3467 10 -
3375 R BVSPR 3420 10 - 3468 R10 -
3376 R BVSPR 3421 10 - 3469 R10 OV
3377 10 - 3422 10 - 3470 R10 OV
3378 10 - 3423 10 - 3471 10 -
3379 R BVSPR 3424 10 - 3472 10 -
3380 R BVSPR 3425 10 - 3473 R10 OV
3381 R10 - 3426 10 - 3474 R BVSPR
3382 R10 - 3427 10 - 3475 R10 OV
3383 R10 - 3428 10 - 3476 R10 -
3384 R10 - 3429 10 - 3477 10 -
3385 R10 - 3430 10 - 3478 R10 -
3386 R10 - 3431 10 - 3479 R10 -
3387 R10 - 3432 10 - 3480 10 -
3388 R10 - 3434 10 - 3481 10 -
3389 R10 - 3436 10 - 3482 R10 -
3390 R10 - 3437 10 - 3483 R10 -
3391 R10 - 3438 10 - 3484 R10 OV
3392 R10 - 3439 10 - 3485 10 -
3393 R10 - 3440 10 - 3486 10 -
3394 R10 - 3441 10 - 3487 10 -
3395 R10 - 3442 10 - 3488 R10 -
3396 R10 - 3443 10 - 3489 R10 -
3397 R10 - 3444 10 - 3490 R10 -
3398 R10 - 3445 10 - 3491 R10 -
3399 R10 - 3446 10 - 3494 R10 OV
3400 10 - 3447 10 - 3495 10 -
3401 10 - 3448 10 - 3496 10 -
3402 10 - 3449 10 - 3497 10 -
3403 10 - 3450 10 - 3498 10 -
3404 10 - 3451 10 - 3499 10 -
3405 10 - 3452 10 - 3500 10 -
3406 10 - 3453 10 - 3501 R10 -
3407 10 - 3454 10 - 3502 R10 -
3408 10 - 3455 10 - 3503 R10 -
3409 10 - 3456 10 - 3504 R10 -
3410 10 - 3457 10 - 3505 R10 -
3411 10 - 3458 10 - 3506 10 -
3412 10 - 3459 10 -
3413 10 - 3460 10 -
3414 10 - 3462 10 -
206
4.2.7 Deviations, exceptions
Deviations and exceptions as mentioned in article 4.2.7 must be requested by the declarants of
dangerous goods via the APICS counter.
In the menu item "EXCEPTIONS" in the APICS counter, exception requests can be created and
sent to the Harbourmaster.
The handling status of requests can also be followed up in the APICS counter. (practical use of the
APICS counter: see help function)
Requests for exceptions and deviations can be submitted by both parties (agent or forwarder)
involved in the handling and acting as declarant in the declaration or specified as 2nd party in the
declaration.
There are 3 types of exceptions:
1. Extended stay:
This type of exception is requested for exceptions to article 4.2.5 (admissible stay periods
for packaged dangerous goods).
These exceptions can be requested on the basis of a declaration or directly by manually
entering all necessary information on the form.
However, if a declaration for the handling of dangerous goods has already been created,
the exception for extended stay must be requested on the basis of that declaration.
For dangerous goods shipped in containers, the requests must be submitted by selecting
all container numbers to which the request relates.
2. Location restriction:
This type of exception can be submitted only via manual input, and not on the basis of the
declaration.
If there are berths in the port where handling is not allowed for a given dangerous
product, or requires special permission from the Harbourmaster, this type of exception
request will be submitted.
e.g.: handling of UN1966. (article 4.2.5)
3. Maximum quantity:
This type of exception can be submitted only via manual input, and not on the basis of the
declaration.
When handling dangerous goods for which the maximum allowed quantities are
exceeded, this type of exception request will be submitted.
E.g.:
- exceedance of maximum allowed quantity of highly toxic gases

- (article 4.6.2)
- exceedance of maximum allowed quantity of explosives (article 4.8.1)
207
4.2.9 Segregation regulations for packaged dangerous goods
SEGREGATION REGULATIONS
(incl. primary and secondary labelling)
CLASS 2.1 2.2 2.3 3 4.1 4.2 4,3 5.1 5.2 6.1 8 9
2.1 X X X 2 1 2 X 2 2 X 1 X
2.2 X X X 1 X 1 X X 1 X X X
2.2 2.2 + 5.1 2 X X 2 1 2 2 X 2 1 2 X
2.2 + 8 1 X X 1 1 1 1 2 2 X X X
2.3 X X X 2 X 2 X X 2 X X X
2.3 + 2.1 X X X 2 1 2 X 2 2 X 1 X
2.3
2.3 + 5.1 2 X X 2 1 2 2 X 2 1 2 X
2.3 + 8 1 X X 2 1 2 1 2 2 X X X
3 // 3 + 6.1 2 1 2 X X 2 1 2 2 X X X
3
3+8 2 1 2 X 1 2 1 2 2 X X X
4.1 // 4.1 + 1 X X X X 1 X 1 2 X 1 X
6.1
4.1
4.1 + 8 1 X X X 1* 1 1 2 2 X 1 X
4.1 + expl. 3 2 2 3 3* 3 3 3 3 2 2 X
4,2 2 1 2 2 1 X 1 2 2 1 1 X
4,2
+ 4.3 / 6 / 8 2 1 2 2 1 1* 1 2 2 1 1 X
4.3 // 4.3 + X X X 1 X 1 X 2 2 X 1 X
6.1
4,3
4.3 + 3 2 1 2 1 X 2 1* 2 2 X 1 X
4.3 + 4.2 2 1 2 2 1 1 1* 2 2 1 1 X
5,1 2 X X 2 1 2 2 X 2 1 2 X
5,1
+ 6.1 / + 8 2 X X 2 1 2 2 2* 2 1 2 X
5,2 2 1 2 2 2 2 2 2 X 1 2 X
5.2 +3/+8 2 1 2 2 2 2 2 2 2* 1 2 X
5.2 + expl. 3 2 2 3 3 3 3 3 3* 2 2 X
6.1 X X X X X 1 X 1 1 X X X
6.1 6.1 + 3 2 1 2 X X 2 1 2 2 X X X
6.1 + 4.1 1 X X X X 1 X 1 2 X 1 X
208
6.1 + 5.1 2 X X 2 1 2 2 1 2 1* 2 X
6.1 + 8 1 X X X 1 1 1 2 2 X X X
8 // 8 + 6.1 1 X X X 1 1 1 2 2 X X X
8+3 2 1 2 X 1 2 1 2 2 X X X
8 + 4.1 1 X X X 1 1 1 2 2 X 1* X
8
8 + 4.2 2 1 2 2 1 1 1 2 2 1 1* X
8 + 4.3 1 X X 1 1 1 1 2 2 X 1* X
8 + 5.1 2 X X 2 1 2 2 2 2 1 2* X
9 X X X X X X X X X X X X
* substances of the same class may be stowed together without regard to segregation required by the
subsidiary risk label, provided the substances do not react dangerously with each other.
209
EXPLANATORY NOTE
SEGREGATION TRANSPORT UNITS GENERAL CARGO
X VERICAL/HORIZONTAL NO RESTRICTION NO RESTRICTION
VERTICAL NO RESTRICTION FORBIDDEN

1. AWAY FROM
HORIZONTAL NO RESTRICTION MINIMUM 3 M
VERTICAL FORBIDDEN FORBIDDEN
MINIMUM 6 M IN MINIMUM 6 M
2. SEPARATED
LONGITUDINAL
FROM
HORIZONTAL DIRECTION AND
MINIMUM 5 M IN
TRANSVERSE DIRECTION
3. SEPARATED BY A FORBIDDEN FORBIDDEN

CLEAR SPACE VERTICAL
OR FIRE WALL
HORIZONTAL MINIMUM 24 M MINIMUM 24 M
1. The table prescribes the general segregation requirements according to the hazard
class(es). In addition, the safe stowage of products may be influenced by the individual
properties of the respective products. This should obviously be taken into account.
2. Classes 1 and 7 are not included in the table because, according to the General
Conditions, they are not allowed to be stored on quays or in back areas.
3. By "transport units" are meant trucks and tankers, freight and tank wagons, freight
containers and portable tanks.
210
4.3 PARTICULAR CONDITIONS FOR THE HANDLING OF DANGEROUS GOODS AND POLLUTING
GOODS ON FRONT QUAYS
4.3.1 Short-term storage on front quays
Short-term storage of dangerous and/or contaminating goods in transit storage facilities

located on front quays is authorised if the following conditions are met:
 Compliance with the deadlines specified in Article 4.2.5 of the Municipal Port
Police Regulations.
 For the transport of dangerous and/or contaminating goods to and from the
storage facility, title 4.2 of the Municipal Port Police Regulations, including the
requirement to report to the Harbourmaster's Office, shall remain in force..
 The storage facility must be paved and have a paved access road to the nearest
roadway.
 Smoking and open flames are strictly prohibited at the storage facilities. The
concessionaire or leaseholder shall put up notice boards to inform users and staff
accordingly. The Harbourmaster’s permission shall be required for any work to be
carried out; cf. Article 3.8 of the Municipal Port Police Regulations, attesting that
said work is permitted and that the necessary precautions have been taken.
 The name, address and telephone number of at least two persons to be contacted
in case of emergencies shall be clearly indicated. These persons must reside in
greater Antwerp area.
 Dangerous goods must be packaged, marked and labelled as stipulated in Article

4.2.2 of the Municipal Port Police Regulations. If the packaging is or becomes
damaged, immediate action shall be taken as stipulated in Article 4.1.6. of the
Municipal Port Police Regulations.
 The segregation regulations for the various classes as referred to in 4.2.9 of the
MPPR shall be strictly adhered to.
 If the leaseholder or concessionaire or their agent(s) become aware of any events

at the storage facility in connection with dangerous goods which have or may have
serious consequences, they must notify the competent authorities immediately,
as stipulated in Article 4.1.6. of the Municipal Port Police Regulations.
 Adequate resources must be available at the storage facilities so that appropriate

action can be taken immediately in the event of an accident involving dangerous
goods.
These resources must be chosen by the operator depending on the nature of the
stored dangerous goods and be suited to the volume of the packaging units, such
as overpack drums, leak tray, absorbent material, safety clothing and publications
with information about the product and the action to be taken in case of
emergency (e.g. SDS-KNAP- BIG – ERICARDS – ERG).
211
4.3.2 Reporting for goods on front-quays
4.3.2.1 Use of electronic messages
Terminals that handle dangerous goods loaded in containers, should preferably report all
incoming and outgoing movements through the use of electronic messages (Electronic Data
Interchange). These messages must be sent to APCIS2 as quickly as possible after the effective
handling.
The reporting frequency is agreed on with the terminal in question.
For reporting IN and OUT movements of containers by road, rail or barge, the CODECO message
must be used.
For reporting container movements for loading and unloading ships, the COARRI message must
be used.
The content requirements for these messages, the "message implementation guides or MIGs",
are available on the website of the Antwerp Port Community System (APCS):
http://www.portofantwerp.com/apcs/nl
4.3.2.2 Use of inventory lists
Terminals that are unable to work with electronic data interchange as described in 4.3.2.1. must
report the handled dangerous goods on the front quay in accordance with the following principles
and content requirements.
The inventory lists must be sent at least once daily to the HMO (contrGG@portofantwerp.com).
These lists must contain not only the dangerous goods present on the terminal at the time of
reporting, but also the information of all goods that have been removed or loaded since the
previous reporting.
The inventory list must include the following information for each consignment handled:
 container number and type (box, tank or reefer)

(if goods are handled in container)
 declaration number: this is the DGN number of the declaration. Only for goods that are
not handled in container. (conventional cargo)
 date of arrival
 responsible loading agent
 name of means of pre-carriage if ship or barge, in all other cases truck or train
 number of packages: only for conventional incoming goods
 type of packaging: only for conventional incoming goods
 net weight (in kg): net as indicated on the documents
 UN number
 IMDG class + subclass
 flashpoint (°C) for goods with IMDG class or secondary danger 3
 location at terminal: exact location where goods are located at the terminal
212
 name of means of on-carriage for arrival of goods: the expected name; for departure of
goods: the effective name (for truck or train, 'truck' or 'train' suffices)
 date of departure: effective date of loading on board or removal from quay of the goods.
 location on board: in case of export, the exact stowage position of the dangerous goods
on board of the ship.
Alternatively, a copy of the "dangerous cargo manifest" may here be provided, no later
than at the time of departure of the ship.
It is therefore possible that for a number of lines on the inventory list both the date of arrival pre-
carriage and the date of departure on-carriage have to be specified.
If the date of departure on-carriage for a consignment of dangerous goods was added, that
consignment no longer needs to be included in the next update of the inventory list sent by the
terminal.
213
4.4 PARTICULAR CONDITIONS FOR THE HANDLING AND STORAGE OF DANGEROUS AND
CONTAMINATING GOODS AT TRANSIT STORAGE FACILITIES IN BACK AREAS
4.4.1. CFS accreditation
4.4.1.1. Authorisation:
Authorisation to operate a CFS can be obtained upon written application to the Harbourmaster.
The application must be accompanied by the following information:
 A site plan with the location of the CFS.

If a separate space is provided for the handling of gases (see 4.4.1.2.2.2) or a container
for the storage of flammable liquids (see 4.4.1.2.2.3), these must also be indicated on
the site plan.
 Description of the CFS showing that all conditions of 4.4.1.2 are met.
 The personal details of the persons in charge.
 A copy of the internal emergency response plan (Article 4.2.3)
A written authorisation will be issued by the Harbourmaster once the application is approved.
Any changes to the CFS must be applied for in writing to the HMO.
4.4.1.2. Conditions to be met by a CFS:

4.4.1.2.1. Equipment and lay-out:
 maximum surface area: 200 m²;

 maximum admissible quantity of IMDG goods: 200 t;
 paved and impervious surface; near an access gate, easily accessible and easy to
evacuate;
 the CFS area must be clearly identified;
 safety equipment and personal protective equipment in relation to the goods to be
handled, i.e.:
minimum one piece of safety clothing, oversized tanks, drip tray, absorbing granules;
 1 powder fire extinguisher of at least 25 kg, to be installed in the vicinity of the CFS and
approved in accordance with legal standards.
 A sign with the contact details of the person in charge of the operation of the CFS who can
be contacted (24/7) in case of emergency shall be posted at an agreed location.
 The CFS, including the locations for gases and flammable liquids, shall not be accessible
to unauthorised persons.
214
4.4.1.2.2. Operation:
4.4.1.2.2.1. QUANTITY RESTRICTIONS PER IMDG CLASS:
Maximum admissible quantities of dangerous goods for handling in a CFS
IMDG Description of goods Quantity Remarks

class (tonnes)
1 Explosives PROHIBITED Possible only with the prior

permission of the Explosives
Department and the HMO.
2.2 Non-flammable gases in pressure 10

vessels
Other gases To be handled DIRECTLY

With the exception of aerosols
2.1 Flammable gases 5 (UN1950).
2.3 Toxic gases
3 Flammable liquids 50 IMDG class 3 classified as

(flash point ≤ +60°C) explosive in Belgium:
see IMDG class 1
To be handled DIRECTLY
4 Max. total of classes 4.1,4.2 and 50

4.3
4.1 Flammable solids IMDG class 4.1 classified as

explosive in Belgium, see IMDG
class 1
4.2 Substances liable to

spontaneous combustion
4.3 Substances which emit

flammable or toxic gases when
they come in contact with water
5.1 Oxidizing substances 50 IMDG class 5.1 classified as

explosive in Belgium:
see IMDG class 1
5.2 Organic peroxides 5 Organic peroxides with

temperature control may NOT be
present
at a CFS (UN numbers 3111
through 3120)
6.1 Toxic substances 20
6.2 Infectious substances PROHIBITED
7 Radioactive material PROHIBITED Possible only with the permission

of the Federal Agency for Nuclear
215
Maximum admissible quantities of dangerous goods for handling in a CFS
Control (FANC) and the HMO.
8 Corrosive substances 200
9 Miscellaneous dangerous 200 IMDG class 9 classified as

substances explosive in Belgium:
see IMDG class 1
4.4.1.2.2.2. Storage of gases at a CFS

Gases (barring aerosols – class 2, UN 1950) should preferably be handled outside the
warehouses in an area of 25m² maximum, protected from sunlight and fenced off with a chain
link fence. The occupied surface area is deducted from the 200m².
4.4.1.2.2.3. Storage of flammable liquids at a CFS

Class 3 goods that cannot be handled directly (within 8 hours) must be stored in a container.
 This container must be fitted with a tank and adequate ventilation must be provided.
 The secondary containment shall have a capacity equal to the largest packaging unit and
at least 25% of the maximum quantity of dangerous goods present.
 It must be marked so that it can be clearly identified as belonging to the CFS.
 It must be placed at a sufficient distance from the warehouse and flammable products.
Fireproof containers are exempted from this rule and may be placed next to or inside the
warehouse.
Goods of other danger classes may be also be placed in the container provided the segregation
requirements are met.
The entrance to the container must be labelled to the IMDG classes and secondary hazards of the
dangerous goods present in the container.
The occupied surface area is also deducted from the 200m².
4.4.1.2.2.4. Stay periods

The stay periods defined in Article 4.2.5.must be respected at the CFS, unless otherwise
indicated in column 4 of the table in 4.4.1.2.2.1.
Transport consignments not subject to declaration must also comply with the deadlines. If the
authorised stay periods need to be extended, permission must be obtained from the competent
harbourmaster as defined in Article 4.2.7.
4.4.1.2.2.5. Inventory list

The operator of the CFS must be in possession of a list of the goods present at all times. This list
must contain at least the following information:
 PSN, for N.O.S. entries to be supplemented with technical name

 UN number
 IMDG class (+ secondary hazards)
216
 flashpoint (if applicable - IMDG class or secondary hazard 3)
 quantity and type of packaging
 location (pursuant to 4.4.1.2.2.2 and 4.4.1.2.2.3)
 net weight of goods
 date of arrival of goods in the CFS
 totals per IMDG class
A copy of the inventory list and of the site plan must be kept at all times at a readily accessible
location. (e.g. letterbox on the front of the warehouse)
217
4.4.2. Reporting for container freight stations
The user must be in possession of a list of goods present at all times. This list must contain at
least the following information:
 Proper shipping name (PSN), for not other specified (N.O.S.) entries to be supplemented
with technical name
 UN number
 IMDG class (+ secondary hazards)
 flashpoint (if applicable - IMDG class or secondary hazard 3)
 quantity and type of packaging
 location (pursuant to 4.4.1.2.2.2 and 4.4.1.2.2.3)
 net weight of goods
 date of arrival of goods in the CFS
 name
 responsible forwarder or shipping agent
 totals per IMDG class
A copy of this inventory list must be sent daily to the Harbourmaster's Office at the following e-
mail address: contrGG@portofantwerp.com
218
4.4.4 Conditions for transit storage facilities in back areas other than CFS
1. General conditions
 For the transport of dangerous goods to and from the storage facilities, title 4.2 of the
Municipal Port Police Regulations, including the requirement to report to the
Harbourmaster's Office, shall remain in full force and effect.
 The storage facilities must be kept clean and in good repair.
 Smoking and open flames are strictly prohibited at the storage facilities. The
concessionaire or leaseholder shall put up notice boards to inform users and staff
thereof. Any work to be carried out requires written evidence from the management and
written permission on a case-by-case basis from the Harbourmaster's Office, showing
that the relevant work may be carried out and all necessary precautions have been
taken.
 At the entrance of the storage facilities a sign made of non-combustible material shall be
put up, stating the name, address and telephone number of at least 2 contact persons
responsible for operations, who can be mobilised at short notice (also outside office
hours) for opening the access gates.
 A key deposit system allowing the Fire Service to gain access to the warehouse by
following a specific procedure, can be accepted as an alternative solution. The
implementation of such a system must be agreed in consultation with the Fire Service.
 These contact persons must at any time be able to present the overall inventory of
dangerous goods and a site plan. The overall inventory must contain at least the
- technical name of the product

- UN number
- IMDG class
- flashpoint (where applicable)
- quantity and type of packaging
- net weight of goods
- position of the goods in the transit storage facility
- date of arrival of goods
 The dangerous goods must be packaged, marked and labelled as provided for in article
4.2.2 of the Municipal Port Police Regulations. If the packaging is or becomes
damaged, immediate action shall be taken as provided for in article 4.2.2. of the
Municipal Port Police Regulations. Goods shall be stacked and stored so as to ensure
the stability of the stacks.
 If the leaseholder or concessionaire or their agent(s) become aware of any events on

the storage facility in connection with dangerous goods which have or may have serious
consequences, they shall immediately notify the competent authorities as provided for
in Port Instruction 4.1.6. This notification does not release the operator from his
obligation to employ his own resources and safety department to immediately take
appropriate action to prevent further accidents and/or accidents escalating into a
disaster.
219
 Adequate resources must be available at the storage facilities to allow appropriate
action to be taken immediately in the event of an accident involving dangerous goods.
These resources must be chosen by the operator as a function of the nature of the
stored dangerous goods and be suited to the volume of the packaging units, such as
over pack drums, a leak tray, absorbent material, safety clothing and publications
providing information about the product and the action to be taken in case of
emergency (e.g. SDS-KNAP- BIG – ERICARDS – ERG).
 The necessary fire-fighting equipment must be installed in consultation with the Fire
Service.
2. Additional specific conditions
2.1 For new warehouses

2.1.1 Containment of chemicals and extinguishing fluid.
a) All warehouses for dangerous goods must be fitted either with an impermeable tank
or an impermeable floor having a slight slope so that leaking fluid or fire water is
drained to one or more tanks or basins located at a safe distance from the
warehouse.
The tank or floor must have sufficient chemical inertness and mechanical strength to
cope with the stored goods.
b) The containment conduits shall be dimensioned so that as much as possible of the

expected fire water quantities can be contained and drained to the containment
system. The system must offer the necessary guarantees in terms of durability and
impermeability.
c) The capacity volume of the tank and/or containment system shall be at least 0.5 m³
per tonne of stored dangerous goods.
d) The containment tanks and basins shall be designed so that backflow of fire water is
prevented at all times. The containment tanks must be fitted with flashback
protection and be capable of being disconnected from the containment conduits. The
inspection chambers must be equipped with liquid level detection;
2.1.2 Smoke and heat exhaust systems
a) Warehouses greater than 1,000 m² must be equipped with manually

operated smoke and heat exhaust systems.
Calculation and design of the systems must comply with good engineering
practice. Calculation must be based on standards and criteria as are
customarily applied in neighbouring countries or in Belgium.
The design must be submitted to the Fire Service for assessment.
b) Warehouses where air-polluting substances are stored or warehouses that

are protected with a stationary extinguishing gas system may not be equipped
with an automatic smoke and heat exhaust system.
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2.1.3 In a warehouse complex made up of various compartments, those used for storage of
dangerous goods shall be separated from each other and from the rest of the
warehouse by masonry fire walls having a fire resistance of at least six hours (Rf = 6
hours - in compliance with NBN 713.020, or equivalent), projecting at least 1m above
the roof.
The fire walls shall have no openings unless a deviation is granted for safety or
operational reasons.
2.1.4 The rainwater discharge pipes shall preferably be installed on the outside and
connected directly to the rainwater sewage system. If installed on the inside of the
warehouse, they shall be protected against damage.
2.1.5 The storage period is maximum 6 months.
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4.4.5 Reporting for back areas other than CFS
The overall inventory must contain at least the following information:
 technical name of the product

 UN number
 IMDG class
 flash point (where applicable)
 quantity and type of packaging
 net weight of goods
 location of the goods in the transit storage facility
 date of arrival of goods
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4.5 PARTICULAR CONDITIONS FOR THE HANDLING AND STORAGE OF TECHNICALLY PURE
AMMONIUM NITRATE AND EQUIVALENT MIXTURES
4.5.1. Types of ammonium nitrate

In addition to the ammonium nitrate content, safety data sheets must specify a nitrogen content.
The ratio between the mass percentage of nitrogen (%N) and the mass percentage of ammonium
nitrate (%AN) is given in the table below.
%N %AN %N %AN %N %AN
1 2.86 13 37.14 25 71.43
2 5.71 14 40.00 26 74.29
3 8.57 15 42.86 27 77.14
4 11.43 16 45.71 28 80.00
5 14.29 17 48.57 29 82.86
6 17.14 18 51.43 30 85.71
7 20.00 19 54.29 31 88.57
8 22.86 20 57.14 31.5 90.00
9 25.71 21 60.00 32 91.43
10 28.57 22 62.86 33 94.29
10.5 30.00 22.75 65.00 34 97.14
11 31.43 23 65.71 34.5 98.57
12 34.29 24 68.57 35 100
4.5.2.4 Transport of technically pure ammonium nitrate in bulk

Loading and unloading of technically pure ammonium nitrate and/or equivalent mixtures in bulk
is authorised only on facilities or terminals in possession of the necessary environmental and
explosive permits.
For the transport (and therefore also the keeping on board), of technically pure ammonium nitrate
and equivalent mixtures in bulk, authorisation is required from the HMO for every shipment.
4.5.2.4.1 Application for authorisation from the HMO

Technically pure ammonium nitrate and/or equivalent mixtures in bulk may be transported only if
authorised by the Federal Public Service Mobility and Transport.
Prior to applying for authorisation from the Federal Public Service Mobility and Transport, the
Harbourmaster must agree to the transport in principle.
223
This agreement is not an authorisation, but prevents companies from going through the
authorisation procedure with the FPS Mobility and Transport without the HMO having verified
whether the call can be authorised.
To this end, the following information must be provided to the HMO no later than 3 weeks prior
the planned call:
 Ship details: name, IMO number, dimensions, ETA, ETD

 Loading plan with indication of hatches and bulkheads
 General arrangement plan.
 Nature of the ammonium nitrate fertilisers: Safety Data Sheet, Resistance to Detonation
certificate, quantity, etc.
 Nature of other dangerous goods on board: Safety Data Sheet
 Terminal(s) and/or berth(s) where the ship will be moored with the technically pure
ammonium nitrate in bulk on board or where the goods will be handled.
The information given in the table below must be transmitted at least 14 days prior to the
planned call to the Explosives Department of the Ministry of Economic Affairs
(explo@economie.fgov.be and explocontrole@economie.fgov.be ) and to the Federal Public
Service Mobility and Transport (Hazmat.Mar@mobilit.fgov.be) . The latter will grant the final
authorisation for the transport.
Required information for applying for authorisation to transport technically pure ammonium
nitrate in bulk.
Document type Explanatory note
1 Name of ship with IMO number
2 ETA
3 Duration of stay Stay in Belgian territorial waters, realistic

estimate including margin for delay in handling
of the goods
4 Safety data sheet (SDS) of the For regulation in box 15 of the safety data
ammonium nitrate containing product sheets, it should be mentioned that a European
fertiliser in accordance with EC Regulation
2003/2003
is involved.
5 Recent resistance to detonation Regulation (EC) no. 2003/2003 relating to

certificate fertilisers
Valid during duration of the stay. (Note:
certificate is valid for only 6 months)
6 Safety Data Sheets (SDS) of other

dangerous goods on board.
7 Loading plan with indication of hatches - No cargo on top of the ammonium nitrate.
and bulkheads
- Segregation.
224
8 General Arrangement plan. In connection with the presence of fuel tanks
adjacent to the hold with the ammonium nitrate.
9 Certificate of pressurisation of fuel tanks Certificate less than 3 months old.

if the latter are located below or next to
the hold with the ammonium nitrate
10 List signed by the ship's management, Ship's management certifies that it complies
explanation of the applicable Solas and with the international regulations for the
IMSBC regulations, with ship's stamp. transport of ammonium nitrate in bulk.
(Appendix 1 of IMSBC)
11 Holds cleaning certificate Issued by an independent body or public service.
12 Transport document
After approval of the Federal Public Service Mobility and Transport (Hazmat.Mar@mobilit.fgov.be)
and favourable opinion of the Explosives Department of the Ministry of Economic Affairs, the
Harbourmaster can authorise the planned transport.
The call is always subject to the conditions set out in paragraph 4.5.2.4.2
4.5.2.4.2 Conditions during the ship's stay in the port

 No welding and hot work may be carried out during the stay in the port.
 Bunkering must take place after all ammonium nitrate loading and/or unloading
operations and all holds filled with the ammonium nitrate have been locked sea-proof.
 The berth must be provided with proper fendering.
The use of vehicle tyres is NOT permitted.
 During the ship's stay in the port, A continuous fire watch must be provided during the
ship’s stay in the port. The fire watch must be carried out by a firm approved by the
Harbourmaster.
 The conditions for stowage and segregation for the transport of ammonium nitrate in bulk
included in Appendix 1 of the ”International Maritime Solid Bulk Cargoes Code” (IMSBC
Code) of the INTERNATIONAL MARITIME ORGANIZATION (IMO) must be strictly adhered to.
4.5.6. Mandatory fire watch service

Recognition conditions
Training
All fire watch candidates must have followed a training course at an institute recognised
by the Belgian Fire Service.
This training shall cover at least the following subjects:
 working with breathing apparatus;

 working with small fire extinguishers;
 working with water jet;
 properties & hazards of ammonium nitrates.
 The training must focus on situations aboard seagoing ships.
 The training course must be repeated at three-year intervals.
225
In addition, candidates must be able to demonstrate that they have sufficient knowledge
of the construction of seagoing and inland vessels and are able, among other things, to
read and interpret vessel drawings to allow dangerous situations to be assessed correctly.
Depending on the certificates submitted, the harbourmaster or his delegate will judge
whether the candidate is required to take an additional test on this subject.
1. Candidates must be in possession of the required Personal Protective Equipment (PPE)

according to the applicable standards (1)
2. Clothing
The clothing and boots of the fire watch must conform to the applicable standards (1) and
comprise the following garments:
1. firefighter's coat & firefighter's trousers

2. firefighter's helmet
3. underwear
3. Communication
The fire watch must have access to a radio station with VHF channels 63 and 18 for
communication with the chief dock master and the VTS. The person operating this
appliance must hold a "limited certificate for radio operator of ship stations (VHF
only)".
4. Equipment
The company must have at least 2 crates containing at least the following:
1. standpipe of 70mm
2. 3 fire hoses, 20m long with 70mm diameter (feed hoses)
3. 6 fire hoses, 20 m long with 45 mm diameter (extinguisher pipes)
4. corner block for hose, 70mm
5. 2 nozzles of 45mm
6. 1 adapter, 70mm to 2x45mm
7. 1 strap for attaching the hose
These crates shall be set up so that they can be dispatched to the relevant ship within
max. 30 minutes. For assignments involving only inland barges, the crate must be
present at the start of the assignment.
5. Organisation
The company must be able to carry out assignments 24/7.
It shall organise its operations so that the provision of fire watches does not delay the
handling of ammonium nitrate.
6. Recognition
If all of the above conditions are met, the Harbourmaster or his delegate will issue a
certification to the company.
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Recognised companies for the provision of fire watch services for the handling of ammonium
nitrate and equivalent mixtures:
(An updated list is available at www.portofantwerp.be/hkd/gevgoed
Company Address Tel/Fax

CVBA BRABO Noorderlaan 21 – haven 28 Tel: 03/543 97 70
2030 Antwerpen Fax: 03/543 97 72
Email: werkleiding@brabo.com
FPS Bordeauxstraat 10, B 301 Tel: 03/653 27 02
2000 Antwerpen Fax: 03/653 27 03
Email:
info@flandersportsecurity.be
Applicable standards for clothing and equipment of fire watches for the handling of ammonium
nitrate and equivalent mixtures
Standards for safety clothing and personal protective equipment as laid down in the EC Directive
89/656 were transposed into Belgian law by the RD of 7 August 1995
 Personal protective equipment EN137

 Clothing
 Firefighter's coat and trousers EN469 & EN471(high-visibility warning clothing)
 Firefighter's helmet: EN443
 Underwear: EN533
 General requirements for protective clothing: EN340
ACTION BY AGENT/FORWARDER
Procedure to be followed for ordering and provision of fire watch services:
 the shipping agent or forwarder (the declarant) orders the fire watch with a recognised
company of his choice.
 For list of recognised companies see www.portofantwerp.be/hkd/gevgoed
 prior to the handling, the declarant informs the stevedore of the company that will
provide the fire watch.
 the declarant specifies in the declaration the name of the recognised company that will
provide the fire watch.
 the stevedore where the fire watch will take place, provides assistance to ensure the
smooth implementation of the procedure (time of handling)
 the exact time of handling is timely communicated to:

 the company providing the fire watch service
 the shore chief dock master
 arrangements on 7.2.4 and 7.2.5 are made between the declarant, the stevedore and
the fire watch to enable a correct and smooth information flow. (24 hours a day, 7 days
a week).
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 if the fire watch identifies any defects or inadequacies in the ship's fire-fighting
equipment, or any non-compliance with the provisions of the relevant regulations, he
shall notify the chief dock master-shore
 if the fire watch identifies a fire hazard, he shall first of all notify the dock master via VHF
channel 63 as well as the VTS via VHF channel 18.
 in the event of any starting fire, the fire watch shall take appropriate action to extinguish
it without putting himself or others at risk, proceeding in accordance with the guidelines
set out in the certification referred to in 7.1.7.
ACTION BY FIRE WATCH

PROVISION
I. CONVENTIONAL
When handling conventional cargoes of technically pure ammonium nitrate and equivalent
mixtures, the presence of a fire watch is required at all times, unless:
(1) the technically pure ammonium nitrate is packaged in steel drums regardless of the
quantities involved;
(2) the technically pure ammonium nitrate is packaged in one of the other allowed
packaging materials and the net weight does not exceed 10 tonnes;
II. CONTAINERS
For the transit/unloading/loading of packaged technically pure ammonium nitrate or

equivalent mixtures in containers, the following regulation applies:
1 Transit
 250 tonnes or less, loaded in containers
upon arrival of the ship (i.e. mooring at the quay), the fireman performs the
necessary checks. He does not have to be present all the time.
 more than 250 tonnes, loaded in containers
check upon arrival of the ship, the fireman remains on board throughout the ship's
stay in the port.
2 Import:
upon arrival of the ship (i.e. mooring at the quay), the fireman performs the
necessary checks. He does not have to be present all the time.
check upon arrival of the ship, the fireman remains on board of the ship until
unloading of the TPAN is completed.
3 Export:
the fireman performs the necessary checks before loading is started.
The fireman does not have to be present throughout the loading operation.
the fireman performs the necessary checks before loading is started. The fireman
is present from the start of loading until time of departure of the ship.
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Handling conditions:
o Technically pure ammonium nitrate (even in steel drums) may only be unloaded or
loaded directly, without remaining on the quay or in the truck or rail wagon.
o A fire watch in charge of ensuring compliance with the prohibition to smoke or to use
open fire for heating or lighting and extinguishing any starting fire, is required at all
times (except for unlimited quantities packaged in steel drums or for quantities in
other allowed packaging materials up to a maximum weight of 10,000 kg) . This will be
supervised by an inspector of the Explosives department. The declarant is required to
order the fire watch in good time so as to enable the latter to timely arrive at the place
of handling.
o The stevedore where the operation is to take place, timely informs the declarant of the
time of handling, enabling the latter to ensure the timely arrival of the fire watch.
o On any ship loaded with ammonium nitrate, all appropriate precautions must be taken
to ensure efficient firefighting with water (hydrants under pressure, operational fire
hoses, etc.)
o Smoking or the use of open fire for lighting or heating is prohibited when transporting,
loading or unloading ammonium nitrate.
o Any transport from abroad must be accompanied by a written declaration of the

producer stating that the nitrate meets the conditions of the relevant Royal Decrees
(3.9.1958 and 12.1.1960).
o The cargo will be loaded on board the ship at the last moment, just before departure of
the ship.
o An officer of the ship will supervise the hatch to ensure compliance with the smoking
ban.
o It is prohibited to use dockworker hooks when handling bags.
o The declarant must ensure to communicate the instructions he has received to his
quay personnel and to the stevedore.
By way of derogation from the provision sub Handling conditions items 1 and 2 regarding
direct unloading or loading and the provision of a fire watch, the products referred to in these
special provisions may, if loaded in containers, remain at a recognised container terminal for
maximum 10 days if the following conditions are satisfied:
1) appropriate hazard labels affixed to the containers;
2) containers not stacked on top of each other;
3) application of the prescribed segregation;
4) containers thoroughly cleaned before loading;
5) compliance with all other requirements of these special provisions (e.g. allowed
packaging, etc.);
229
6) the relevant firm, located at an actual container terminal, has notified the
Harbourmaster's Office by registered mail that it has informed its personnel of the
required instructions to ensure compliance with the aforementioned provisions and has
also informed its clients about the requirements referred to in 1) and 4).
7) the declaration explicitly specifies that the relevant goods are located in
containers/loaded into containers/unloaded from containers.
230
4.6 SPECIAL CONDITIONS FOR THE HANDLING AND STORAGE OF HIGHLY TOXIC GASES
4.6.1 Highly toxic gases
UN_Number Name
1008 BORON TRIFLUORIDE
1017 CHLORINE
1026 CYANOGEN
1045 FLUORINE, COMPRESSED
1048 HYDROGEN BROMIDE, ANHYDROUS
1053 HYDROGEN SULPHIDE
1067 DINITROGEN TETROXIDE (NITROGEN DIOXIDE)
1069 NITROSYL CHLORIDE
1076 PHOSGENE
1079 SULPHUR DIOXIDE
1581 CHLOROPICRIN AND METHYL BROMIDE MIXTURE with more than 2% chloropicrin
1582 CHLOROPICRIN AND METHYL CHLORIDE MIXTURE
1589 CYANOGEN CHLORIDE, STABILIZED
1612 HEXAETHYL TETRAPHOSPHATE AND COMPRESSED GAS MIXTURE
1660 NITRIC OXIDE, COMPRESSED
1749 CHLORINE TRIFLUORIDE
1859 SILICON TETRAFLUORIDE, COMPRESSED
1911 DIBORANE, COMPRESSED
NITRIC OXIDE AND DINITROGEN TETROXIDE, MIXTURE(NITRIC OXIDE AND NITROGEN

1975
DIOXIDE MIXTURE)
2188 ARSINE
2189 DICHLOROSILANE
2190 OXYGEN DIFLUORIDE, COMPRESSED
2191 SULPHURYL FLUORIDE
2192 GERMANE
2194 SELENIUM HEXAFLUORIDE
231
UN_Number Name
2195 TELLURIUM HEXAFLUORIDE
2196 TUNGSTEN HEXAFLUORIDE
2198 PHOSPHORUS PENTAFLUORIDE, COMRESSED
2199 PHOSPHINE
2202 HYDROGEN SELENIDE, ANHYDROUS
2204 CARBONYL SULPHIDE
2417 CARBONYL FLUORIDE, COMPRESSED
2418 SULPHUR TETRAFLUORIDE
2420 HEXAFLUOROACETONE
2421 NITROGEN TRIOXIDE
2534 METHYLCHLOROSILANE
2548 CHLORINE PENTAFLUORIDE
2676 STIBINE
2901 BROMINE CHLORIDE
3083 PERCHLORYL FLUORIDE
3519 BORON TRIFLUORIDE, ADSORBED

3520 CHLORINE, ADSORBED
3521 SILICON TETRAFLUORIDE, ADSORBED
3522 ARSINE, ADSORBED
3523 GERMANE, ADSORBED
3524 PHOSPHORUS PENTAFLUORIDE, COMPRESSED
3525 PHOSPHINE, ADSORBED
3526 HYDROGEN SELENIDE, ANHYDROUS
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4.6.5 Loading or unloading of more than 100 kg net
Permission to be obtained from the Harbourmaster's Office using the form HKD23 - Loading,
unloading very toxic gasses net 100kg .
The chief dock master (shore) must be notified by email of the exact day and time of
unloading/loading at least 2 hours before the actual handling.
This notification must contain the following information:
 company name, address, tel/fax

 capacity: forwarder/agent or both
 name of contact person
 technical name of the product
 IMDG class and UN number
 packaging
 in container: yes/no; if yes, number(s)
 net weight (in kg)
 loading/unloading/pre-carriage/on-carriage
 name of ship/barge:
 quay
 day and time (as exactly as possible)
The same notification must be sent to the Fire Service for information purposes.
233
4.8 SPECIAL CONDITIONS FOR THE HANDLING AND STORAGE OF EXPLOSIVES
4.8.1. Maximum allowed quantities of explosives
1. COMPARATIVE TABLE CLASSIFICATION IMDG CODE AND BELGIAN REGULATIONS FOR EXPLOSIVES
Note:
 For those cases where the mention "license required" as indicated in the above table applies, the Central Explosives Department must be contacted
(tel +322277 62 09 - fax +322277 54 14
 (!!!) UN 333-334-335 Spectacular fireworks: A transport license is required for this type of fireworks.
 NEC (= net explosive content): refers to the net weight of explosive substances, both as pure explosive substances and part of ammunition, including
smoke-producing, illuminating or incendiary substances. For explosive substances (= Belgian class A) the net weight = the NEC weight. The difference
between gross weight and net or NEC weight is the packaging. For ammunition (= Belgian class B) the net weight differs greatly from the NEC weight,
as the explosive substance is contained in a cylinder usually made of metal (hence the difference). The difference between the gross weight and the
packaging is the net weight (= cylinder + explosive substance). A ship may never have more than the specified quantity on board throughout its stay in
the Port.
 If a shipment is made up of explosives of different categories, the maximum allowed quantity is that of the category for which the maximum
permissible quantity is the smallest (e.g. dynamite (A2) with not easily flammable explosives (A4) = 400 kg NEC in total), unless the explosives are
spaced more than 50 m apart.
To determine the maximum quantity on board, Belgian classes B6 and C (except 'other') and goods with UN > 1000, except UN 2555 with > 12.6% N
and UN 3375, are not taken into account. Goods of Belgian classes B6 and C (except 'other') may be handled without a transport license.
Info for table in: 2017_Appendix_HMPI_art._4.8-Comp._table_classification_IMDG-code_and_Belgian_regulation_for_explosives
234
PRODUCTS THAT ALSO FALL UNDER THE BELGIAN REGULATIONS FOR EXPLOSIVES. IN THE IMDG CODE, THEY ARE NOT CLASSIFIED AS EXPLOSIVE
SUBSTANCES (CLASS 1), BUT AS EXPLOSIVE SUBSTANCES IN NON-EXPLOSIVE CONDITION.
IMDC Belgian
UN No. Nature of the product Max. allowed weight
code class
1204 NITROGLYCERIN, solution in alcohol, with not more than 1 percent nitro-glycerine 3 A6 unlimited
1310 AMMONIUM PICRATE, wetted with not less than 10 percent water, by mass 4.1 A6 unlimited
1320 DINITROPHENOL, wetted with not less than 15 percent water, by mass 4.1 A6 unlimited
1321 DINITROPHENOLATES, wetted with not less than 15 percent water, by mass 4.1 A6 unlimited
1322 DINITRORESORCINOL, wetted with not less than 15 percent water, by mass 4.1 A6 unlimited
1336 NITROGUANDINE (PICRITE), wetted with not less than 20 percent water, by mass 4.1 A6 unlimited
1337 NITROSTARCH, wetted with not less than 20 percent water, by mass 4.1 A6 unlimited
1344 TRINITROPHENOL, wetted with not less than 30 percent water, by mass 4.1 A6 unlimited
1347 SILVER PICRATE, wetted with not less than 30 percent water, by mass 4.1 A6 unlimited
1348 SODIUM DINITRO-O-CRESOLATE, wetted with not less than 15 percent water, by 4.1 A6 unlimited
mass
1349 SODIUM PICRAMATE, wetted with not less than 20 percent water, by mass 4.1 A6 unlimited
1354 TRINITROBENZENE, wetted with not less than 30 percent water, by mass 4.1 A6 unlimited
1355 TRINITROBENZOIC ACID, wetted with not less than 30 percent water, by mass 4.1 A6 unlimited
1356 TRINITROTOLUENE (TNT), wetted with not less than 30 percent water, by mass 4.1 A6 unlimited
235
1357 UREA NITRATE, wetted with not less than 20 percent water, by mass 4.1 A6 unlimited
1517 ZIRCONIUM PICRAMATE, wetted with not less than 20 percent water, by mass 4.1 A6 unlimited
1571 BARIUM AZIDE, wetted with not less than 50 percent water, by mass 4.1 A6 unlimited
2059 NITROCELLULOSE, solution, flammable, with not less than 12.6 percent nitrogen, 3 A6 unlimited
by dry mass, and not more than 55 percent nitrocellulose
2555 NITROCELLULOSE with not less than 4.1

- 25 percent water, by mass, and with more than 12.6 percent nitrogen A5 1000 kg
25 percent water, by mass, and with not more than 12.6 percent nitrogen unlimited
A6
2556 NITROCELLULOSE, with alcohol with not less than 25 percent alcohol, by mass, 4.1 A6 unlimited
and with not more than 12.6 percent nitrogen, by dry mass
2557 NITROCELLULOSE, mixture with not more than 12.6 percent nitrogen, by dry mass, 4.1 A6 unlimited
with or without plasticizer, with or without pigment
2852 DIPICRYL SULFIDE, wetted with not less than 10 percent water, by mass 4.1 A6 unlimited
2907 ISOSORBIDE DINITRATE, mixture with not less than 60 percent lactose, mannose, 4.1 A6 unlimited
starch or calcium hydrogen phosphate
3064 NITROGLYCERIN, solution in alcohol, with more than 1 percent but not more than 5 3 A6 unlimited
percent nitro-glycerine
3268 AIR BAG INFLATORS, pyrotechnic, or AIR BAG MODULES, pyrotechnic, or SEAT-BELT 9 C unlimited
PRETENSIONERS, pyrotechnic
3317 2-AMINO-4,6-DINITROPHENOL, wetted, with not less than 20% water by mass 4.1 A6 unlimited
3319 NITROGLYCERIN, mixture, desensitized, solid, n.o.s., with more than 2% but not 4.1 A6 unlimited
more than 10% nitro-glycerine, by mass
3343 NITROGLYCERIN, mixture, desensitized, liquid, flammable, n.o.s., with not more 3 A6 unlimited
than 30% nitro-glycerine by mass
236
3344 NITROGLYCERIN, mixture, desensitized, solid, n.o.s., with more than 2% but not 4.1 A6 unlimited
more than 10% nitro-glycerine, by mass
3357 NITROGLYCERIN, mixture, desensitized, liquid, N.O.S., with not more than 30% 3 A6 unlimited
nitro-glycerine by mass
3364 TRINITROPHENOL (PICRIC ACID), wetted with not less than 10 percent water, by 4.1 A6 unlimited
mass
3365 TRINITROCHLOROBENZENE (PICRYL CHLORIDE), wetted with not less than 10 4.1 A6 unlimited
percent water, by mass
3366 TRINITROTOLUENE (TNT), wetted with not less than 10 percent water, by mass 4,1 A6 unlimited
3367 TRINITROBENZENE, wetted with not less than 10 percent water, by mass 4,1 A6 unlimited
3368 TRINITROBENZOIC ACID, wetted with not less than 10 percent water, by mass 4,1 A6 unlimited
3369 SODIUM DINITRO-O-CRESOLATE, wetted with not less than 10 percent water, by 4.1 A6 unlimited
mass
3370 UREA NITRATE, wetted with not less than 10 percent water, by mass 4,1 A6 unlimited
3375 AMMONIUM NITRATE EMULSION or suspension or gel 5.1 A6 unlimited
3376 4-NITROPHENYLHYDRAZINE with not less than 30 percent water, by mass 4.1 A6 unlimited
3474 1-HYDROXYBENZOTRIAZOLE MONOHYDRATE 4.1 A6 unlimited

Products that fall under classes 3 and 4.1 are explosive substances in non-explosive condition. Explosive substances in non-explosive condition are
substances that are wetted with water or alcohol or diluted with other substances in order to eliminate their explosive properties.
Only for UN 2555 with N% >12.6% has a maximum allowed weight been specified: 1000 kg. All other products regardless of their quantity may be
handled directly provided the requirements of the transport license are complied with.
237
EXCEPTION FOR QUANTITIES OF EXPLOSIVES TO BE HANDLED:
Summary Table: Ministerial Order of 31 May 2016.
QUAY Nos. Permissible quantities (t NEC):
IMDG class
1.1 and 1.5 1.2 1.3, 1.4 and 1.6
DELWAIDE DOCK(via Berendrecht or Zandvliet lock)
702 to 720 5 60 108
722 5 45 108
740 to 750 5 30 108
724 and 738 5 18 108
726 and 736 0.4 0.4 15
728 to 734 0.4 0.4 3
EUROPA TERMINAL
S853 0.4 0.4 108
S855 4 12 108
S857 8 24 108
S859 10 30 108
S861 to S869 27 80 108
238
NOORDZEE TERMINAL
S901 to S907 9 20 108
S909 14 50 108
S911 18 90 108
S913 27 108 108
VRASENE DOCK (via Kallo or Kieldrecht lock)
1225 5 18 108
1227 to 1233 5 30 108
VERREBROEK DOCK (via Kallo or Kieldrecht lock)
1333 5 18 108
1335 to 1347 5 60 108
DEURGANCK DOCK
1700 and 1702 0.4 0.4 12
1704 and 1706 0.4 0.4 7
1708 7 18 108
1710 18 108 108
1712 27 108 108
1714 7 18 108
1716 and 1726 0.4 0.4 3
1728 7 18 108
239
1730 to 1738 27 60 108
1740 and 1742 27 108 108
1744 27 60 108
240
4.9 SPECIAL PROVISIONS FOR THE HANDLING OF SECOND HAND VEHICLES
4.9.4 Checking of conditions for second hand vehicles
A tank of a tank truck shall be considered "clean" if no visible traces or smell of the last product or
cleaning agent are evident through visual inspection through the manholes.
The cleaning certificate must contain the following information:
 Name/logo of the tank cleaning station, full address, email, phone number
 Serial number or order number of the cleaning station
 Name and address of the customer (contracting party)
 Identification numbers of the vehicle and/or tank, container or IBC
 Identification of the previous cargo (per compartment) from which the tank was cleaned. For
dangerous goods: UN number and proper shipping name, trade name or chemical name. For
non-dangerous goods: trade name or chemical name.
 Identification of what has been cleaned with success:
- Tanks (compartments)
- Auxiliaries (hoses/pumps/drains/etc.) Hose identification numbers, if available
 Cleaning agents and cleaning procedures used
 Tests carried out
 Waste treatment
 Observations/comments from the cleaning station
 Name of person who carried out the cleaning (cleaner)
 Date and time of completion of the cleaning operation
 Confirmation that the vehicle was found to be clean
 Name and signature of the cleaning inspector.
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4.9.7 Rejected second hand vehicles
→ See obligations with regard to rejected vehicle(s) at the end of this document.
TERMINAL DETAILS
Terminal (*) Terminal operator (name and first name) (*)
Date (*): day month year time
Signature terminal operator (*)
VEHICLE DETAILS
Brand (*) Type (*)
Chassis No. (*) Port of destination (*)
Specific characteristics (inscriptions, colour, rack, etc.) (*)
SHIPPER DETAILS
Name of shipper or agent (*)
CARRIER DETAILS
Last name and first name of driver (*) Carrier (*)
Address (*) Carrier contact (tel, fax, email) (*)
Truck/trailer number plate (*)
Signature of carrier
REASON FOR REJECTION (*)
No load sheet Leaks
Non-permissible additional cargo Cut in pieces and subsequently

(see regulations) welded together
Additional cargo not freely

Reinforcement bars / straps
accessible
Additional cargo interferes with

Fire damage
driving
Soiled goods Sagging chassis plate
Truck >3.5 tons not accompanied by Basic units > 3.5 tons
weigh bill are not self-propelled
Excess weight Missing / damaged tyres
Missing
Loose parts
trunk/hood lid / door(s)
242
Both front doors not in working order Non-compliant cleaning certificate
/ cannot be opened manually annex 2 of the regulations
Driver's seat and passenger's seat No gas-free certificate

(or area provided for this purpose) for refrigerated vehicles containing
are not fully accessible CFCs
Driver's seat missing Substantial damage to the bodywork
(*) Mandatory fields
To whom should the form be sent?

Complete the first page of this form and send it to geweigerdevoertuigen@portofantwerp.com
Obligations with respect to rejected vehicle(s)

The vehicle specified in this form is rejected by the terminal operator because it does not meet
the requirements from the MPPR, imposed by the Antwerp Port Authority.
Since the Harbourmaster's Office is responsible for goods handling, storage and protection of the
environment, as set out in art. 14 of the decree of 2 March 1999, and with reference to the
powers set out in the Port Police Regulations, the carrier shall, on instruction of the Harbour
Master, return the vehicle to the shipping agent or to a duly licensed location outside the port
area for appropriate further processing. It is strictly prohibited to present the rejected vehicle in
the same condition at another Antwerp terminal or to abandon the vehicle on the public road.
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4.9.9 Additional cargo
Goods not allowed to be carried as additional cargo in vehicles:
 IMDG goods regardless of quantity

 Old car parts in poor repair, soiled, no longer fit to be used for their intended purpose.
Parts must be clean and in good repair, they may not be stacked loose and there
should not be any risk of leaks.
 Refrigerators and freezers containing CFCs

 Parts containing CFCs, such as compressor pots containing CFCs
 Old non-working electronic/electric appliances such as household appliances, TVs,
computers, mobile phones, etc.
 Oil or oily waste residues

 Used batteries
 Expired medicines
 Household waste
In case of doubt always consult the Harbourmaster's Office.
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4.10 SPECIAL PROVISIONS FOR THE FUMIGATION OF GOODS
4.10.2 Recognition
Authorisation:
Prior to the operation of a fumigation area in the port area, permission must be requested in
writing from the Harbourmaster or his delegate. This request must be accompanied by the
 site plan of the fumigation area with:

- distance to buildings
- distance to concession boundary
- distance to public road
- safe parking area for vehicles of fumigators
- delimitation of safety area and fumigation area
- location of and intakes for ventilation and sewage system
 contact details of the fumigation coordinator and his representative (+ proxy signed by the top
executive of the firm)
 location where the safety map is kept
 signs to be used during fumigation
 the fumigation coordinator and his representative must submit a certificate showing that they
have attended a training course organised under the supervision of the Harbourmaster's
Office and CEPA. This certificate is valid for 5 years.
Accreditation shall be granted upon approval of the request by the Harbourmaster's Office.
The fumigation areas recognised by the Harbourmaster are published on the website of the Port
of Antwerp: http://www.portofantwerp.com/nl/erkende-fumigatiezones
Conditions
Equipment
a) Fencing
 ISPS certified terminals and terminals with permanent fencing at least 2m high --
preferably 2.4m, fitted with access control:
- The proposal for fencing of fumigation area with safety area is to be submitted to
the HMO;
- At the access control point, all persons entering the terminal must receive written
information with regard to the fumigation area and the safety instructions to be
complied with.
 Other locations:
The fumigation area with safety area must be fully enclosed by permanent fencing
at least 2m high (preferably 2.4m), and shall not be accessible if no operations are
being carried out.
b) The maximum permissible fumigation area must be marked on the floor with paint.
c) Signs must be posted at adequate locations around the maximum permissible fumigation
area with the details of the fumigation coordinator and his representative, so that they can
be contacted in case of an emergency. These persons must be reachable 24/7 (round the
clock, year round).
245
d) The area between the fencing of the safety area and the fumigated containers must be10m
minimum at all times.
e) On permanently monitored sites, the premises for the said staff must be located at least
20m from the fumigation area.
f) Warning signs must be posted at 50m intervals along the outer edge of the maximum
permissible fumigation area. These signs shall measure at least 1m by 1m. Letters at least
6cm thick shall be used for the following text in the local language: "Toxic gas - no access -
danger to life". The warning sign, featuring a skull and bones, shall measure at least 20cm,
and have black text against a white background. If the dimensions of the maximum
permissible fumigation area do not so permit, at least 1 sign must be placed on each side
of this area. These signs must be visible from all directions by day and by night. The
fumigation area on the waterside must also be visible from the water.
A windsock that is clearly visible from the fumigation area must be present.
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4.10.4 Fumigation procedure
Fumigation procedure
1. Requirements for specially accredited users
 The following authorities must be notified at least one day in advance via a
fumigation notice:
- the Risk Control department of the General Directorate for Public Health
Protection
- the regional administration of the basic supervision for well-being at work FSP
WASO (Federal Public Service Employment, Labour and Social Dialogue)
- the client
- the Harbourmaster's Office (request for permission)
- the terminal, stating
o gas to be used
o code assigned by the HMO
o time of fumigation
o container number(s)
 the container to be fumigated is sealed gas-tight and access thereto is blocked

 check that persons present in the fumigation area are not exposed to any danger
 fumigate container
 affix provisional seal
 provide four sides of container with legal warning signs (as per RD 14-01-1992)
with
- skull,
- name of fumigation firm,
- name + telephone number of the specially recognised user
 block the fumigated container (corner fitting)

 submit the blocking document (with name of specially recognised user and
number of the seal) and have it signed by the fumigation coordinator or his
representative and confirm container number to terminal
 sign off after the fumigation activities
 Aeration & release:
- check that persons present in the fumigation area are not exposed to danger
- aerate the fumigated container
- release the container only after proper measurement in accordance with the
legally required measuring equipment
- remove warning signs on the container
- deliver gas release certificate to the fumigation coordinator
 When simultaneously venting more than 10 containers, due care must be taken to
ensure that the concentration of the used gas outside the fumigation area NEVER
exceeds the short-time value:
- As soon as 10 containers have been opened, measurements are taken

(downwind) at the outer boundaries of the safety area and repeated every 10
minutes until, on the basis of these measurements, there is certainty that the
short-time value will not be exceeded during further ventilation of the
containers.
247
- All measured values must be recorded in a register, together with the date
and time of the measurement.
- If the value is less than the short-time value of the applied gas, additional
containers may be opened, but the short-time value at the outer boundaries
of the safety area may not be exceeded.
- If the short-time value is exceeded, appropriate measures shall be taken by
the specially accredited user (closing of open containers).
- The specially accredited user shall be responsible at all times for
implementing appropriate measures to prevent dangerous concentrations of
the gas outside the fumigation area.
- Upon completion of the work, the register must be handed over to the
fumigation coordinator.
- The fumigation coordinator must keep this register in the safety file.
- Required contents of the register:
The lay-out of the register may be freely chosen, but it must contain at least
the following information, i.e. the:
 Gas used (all, if several gases are used and vented

simultaneously).
 Short-time value per gas as defined in the RD of 9 March
2014 (BOG: 14 April 2014)
 Measured value.
 Date and time of the measurement(s).
 HMO authorisation number for fumigation and number of
units that are vented simultaneously
 Report any irregularities, breaches and incidents to the fumigation coordinator

and the Harbourmaster's Office
2. Obligations of fumigation coordinator (or his representative)
 containers to be fumigated to be placed only in the accredited fumigation area

 at least 10m away from buildings and terminal fencing
 at least 20m away from areas where employees are permanently present
 safety file:
- available at a fixed place at all times
- accessible for all employees concerned
- ensure that the emergency procedure is known by all workers involved
- emergency response procedure known to all employees concerned
 a container under gas may not be moved or transported

 register in computer file which containers are under gas (with which gas and
which specially accredited user has handled them)
 ensure compliance with the guidelines of the specially accredited user
 ensure that the specially accredited user can work safely at all times
 report any irregularities, breaches and incidents to the fumigation coordinator and
the Harbourmaster's Office
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5.1. PILOTAGE
5.1.3.2 Exemption from pilotage requirement
The conditions for obtaining an exemption from the pilotage requirement are:
a) for seagoing ships with length less than 120 m and draught less than 6 m, the following
conditions apply:
- the person in charge of navigation must be sufficiently familiar with the

physical characteristics of the port and with the applicable port specific
regulations.
- the person in charge of navigation must have sufficient knowledge of Dutch or
English.
b) For seagoing ships with length greater than or equal to 120 m and draught greater than
or equal to 6 m, the following conditions apply in addition to the provisions sub a):
- Exemption from the pilotage requirement is linked to the person who is in
charge of navigation. This person must be a member of the vessel's
permanent crew. The exemption is valid for 1 year.
- Exemptions must be applied for with the HMO in accordance with the
applicable procedure. Requests for exemption must always be accompanied
by the necessary supporting documents.
- The person in charge of navigation is in possession of a declaration of
exemption from the pilotage requirement as referred to in Article 7, § 2, 3° of
the Pilotage Decree, or
- The person in charge of navigation has covered the route in the port on the
Right Bank at least 20 times or the route in the port on the Left Bank at least
15 times as navigation leader with pilotage over a period of 1 year preceding
the date of the application for exemption; the route is considered to be the
route from the lock to the (successive) berths or vice versa.
- The exemption certificate shall contain an accurate description of the
conditions under which the exemption is granted and, where appropriate, the
navigation routes to which the exemption from the pilotage requirement
applies.
c) If seagoing vessels are involved, suitable for estuarine navigation and in possession of
an inland navigation tonnage certificate, loaded with dangerous liquids or liquefied gases
in bulk ((gas) tankers) or emptied of such cargo, less than 120m in length and with a
draught less than 6m, the following conditions shall apply:
- Exemption from the pilotage requirement is linked to the person who is in
charge of navigation. This person must be a member of the vessel's
permanent crew. The exemption is valid for 1 year.
- Exemptions must be applied for with the HMO in accordance with the
applicable procedure. Requests for exemption must always be accompanied
by the necessary supporting documents.
- The person in charge of navigation shall demonstrate that he has covered at
least 10 times the route in the port at least 10 times over a period of 1 year
preceding the date of application for exemption,.
- The exemption certificate shall contain an accurate description of the
conditions under which the exemption is granted and, where appropriate, the
navigation routes to which the exemption from the pilotage requirement
applies.
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d) A ship carrying dangerous cargo in bulk as described in Article 5.1.3.1, §2 of the MPPR
cannot be exempted from pilotage, except in certain conditions, when a bunkering
seagoing ship is involved.
Conditions for obtaining an exemption from pilotage for bunkering seagoing ships:
1) The potential supplier must apply for a permit for both conventional bunkering
operations and for bunkering of LNG, as described in Article 5.5.1 of the MPPR
2) The seagoing ship must meet at least the following standards:

 The seagoing ship should not be longer than 120m. The maximum
draught must not exceed 6m
 The seagoing ship must be intended or have the intention to carry out
regular and consecutive bunkering operations in the Port of Antwerp.
 The seagoing ship must at least be equipped with:
- Propulsion:
Aft: two pitch propellers and two rudders, fore: 1 bow thruster
Or aft: 1 thruster and rudder and stern thruster, fore: 1 bow

thruster.
Or equivalent equipment.
All propulsion equipment must develop sufficient force to move

and/or to decrease the ship’s speed, under all loading and weather
conditions, in both the longitudinal and the transverse axis for the
purposes of its operations and/or for safety reasons.
- Crew:
Exemption from the pilotage requirement is linked to the person
who is in charge of the navigation in the docks. She/he shall be
familiar with the regulations, practices and VHF channels
applicable in the port and useful for the relevant operations.
She/he shall have an adequate knowledge of the Dutch and/or
English maritime vocabulary to enable smooth communication with
the port authorities and other fairway users.
Prior to obtaining permission, she/he shall be interrogated on the
above subjects by a harbourmaster.
Exemption from the pilotage requirement in the docks does not
apply on the Scheldt.
The person in charge of the navigation shall hold an internationally
certified STCW and competencies corresponding to the ships that
she/he is sailing.
3) The bunkering activities must take place in accordance with the conditions described
in Article 3.7.1 of the MPPR (bunkering of conventional fuel) or those described in
Article 3.7.2 (bunkering of LNG)
250
4) Exemption from the pilotage requirement will initially be valid for 6 months, followed
by an evaluation. If the latter is positive, the exemption will be extended for 1 year.
This exemption must each year be renewed.
 An exemption from pilotage can at all times be withdrawn temporarily or
permanently by the Harbourmaster.
 The Harbourmaster may verify or have the documents and activities
verified at all times.
5) Weather conditions:
 Where fog, heavy rain or snow reduces visibility to 500m or less, a harbour
pilot must be used for movements within the port.
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5.2. MOORING AND UNMOORING
5.2.4.2 Mooring or unmooring by crew
Crew members are allowed to moor and unmoor their ship:

Behind the locks, crew members are allowed to moor and unmoor their ship if they are able to do
so in a safe and justified manner. They must be sufficient in number to allow these operations to
be carried out safely.
Before the locks, crew members are allowed to moor and unmoor their ship, but only after
permission is obtained from the Harbourmaster's Office. It must be demonstrated that crew
members are able to moor and unmoor safely regardless of the tide height. The crew members
must be sufficient in number to allow these operations to be carried out safely.
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5.3. TOWAGE
5.3.5 Specific provisions for harbour users
Southern Inlet bassin

At the jetty, berth 1117 in the southern inlet bassin (left bank) the use of 2 tugboats is
mandatory for vessels with a draft of more than 11.5m
Inlet bassin 1
At the jetty, berth 625A, inlet bassin 1 (right bank) the use of 1 tugboat is mandatory for all
seagoing vessels, independently from their dimensions or cargo.
Delwaidedock
When sailing forward in or out of the Delwaidedock, the use of at least 1 tugboat is mandatory for
vessels with a width of more than 45m
For sea going vessels, of which is not known in advance whether they will swing* or not, or which
are entering or leaving Delwaidedock astern, the following rules apply:
vessels with a length of less than 180 m: no tugboat required
vessels with a length between 180 and 250 m: 1 tugboat required
vessels with a length of more than 250 m with a bow thruster in a good working order: 1
tugboat required. In all other cases: 2 tugboats required
when wind force is 6 Beaufort and more, all vessels with a length above 250m: 2
tugboats required
*Meaning:
Incoming vessels mooring with the bow Westward
Outgoing vessels mooring with the bow Eastward
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5.4. FIGHTING OIL SPILLS
5.4.3.1 Provisions for containment and clean-up measures in case of oil spills
Geographic demarcation with coordinates competent authorities
Pursuant to the Port Decree, the Port Authority is in principle solely authorised for the
organisation of this port-related service within the port. However, considering the decision of the
Flemish Region, pursuant to art. 16§1 of the Port Decree, to exercise itself its authority
regarding the organisation of port-related services, in this case oil spillage control in the tidal
area of the port, the regulation discussed below will be limited to the non-tidal area of the port
and the Deurganckdock.
Annex 1: demarcation oil spillage control plan
254
Service organisation
Central notification point port (oil spills)
Dock master - work supervisor

Blauwhoefstraat 11, Kaai 602
2040 Antwerpen
reachable 24/7 at number +32 3 229 67 33

VHF channel 63
Dock master calamities, contact point for communication with the service provider and the APA
oil spillage watch.
Reachable 24/7 at number
Mobile number: +32 491 71 77 66
Fixed phone: +32 3 205 22 55
Service provider contact details
Brabo Cleaning Company nv

Noorderlaan 21 - Haven 28, 2030 Antwerpen
website: www.brabo.com
Order to service provider
The order for the cleaning of an oil spillage is issued by the APA via the dock master calamities
after on-site consultation with the berth dock master and the dock master-work supervisor. The
assessment of both the pollution and the nautical impact on berth management provides
important information for the start-up and definition of the "oil spillage cleaning up" action plan.
Calamity Unit
The calamity unit is directly managed via the calamity manager of the Harbourmaster's Office.
During office hours, the dock master can upscale spillages to the calamity manager in
accordance with internal procedures.
Outside office hours, spillages are upscaled to the APA (oil) spillage watch (point 2.4).
APA (oil) spillage watch
The (oil) spillage watch will be contacted via the calamity dock master in accordance with internal
procedures.
Available services, equipment and techniques
An enumeration of the various services and equipment made available via the successful service
provider and the quality requirements as set out in the APA specifications, is given below..
255
Installation of oil screens
In the event of an oil spill, the service provider shall install oil booms and, if necessary, absorbing
materials. The service provider can position up to 2250 m of oil booms per spillage.
Technical specification of oil booms available to the service provider and according to the quality
requirements in the APA specifications.
Adsorbing materials
1000m oil absorbing hoses, 20cm diameter

1500m³ oil absorbing cloths
20 pieces of oil absorbing roll
Fixed oil booms (1000 m)
Type of fixed boom: self-floating boom Light Oil Boom 750 50m sections ASTM coupling
Draught 500 mm, freeboard 250 mm
Inflatable oil booms (1250 m)
Type of inflatable boom Elastec Airmax Harbor 30m sections ASTM coupling Draught
460mm, freeboard 355mm
Sweeping of oil and mechanical removal of oil on the surface water
The service provider has the necessary material and human resources to concentrate oil on the
surface water, so as to allow for its mechanical removal. Subsequently, the oil can efficiently be
removed from the surface water without having to use any chemicals that introduce the oil into
the water column. For this purpose, skimmers in combination with sweep arms can be used. All
measures are taken to prevent the occurrence of secondary pollution during the transport of the
oils/waste and the cleaning of the intervention equipment.
The service provider also ensures the cleaning of ship’ s sides, quay walls, shores and structures,
and can work up to a height of 19m from the water surface. This also includes the disposal and
processing of oil-contaminated floating dirt between ship and quay and on the open water
surface. The above material and human resources can be deployed on all types of vessels that
call at the port of Antwerp, without requiring the vessel to shift.
256
Cleaning of quay walls, structures and ship walls
The cleaning of ship’ s sides, quay walls, structures and shores is carried out in such a way that
the pollution being removed is either collected or directed into the water within an oil boom and
immediately removed mechanically. The oil boom is placed so that the surface within which the
oil is collected is on the one hand as small as possible and on the other hand large enough to
hold all oil that is being removed. The boom is installed and connected to ship’ s sides, quay
walls, shores or structures in such a way that dispersion of the removed oil is excluded. If
necessary, absorbent materials are provided as extra protection.
Cleaning at high pressure and/or temperature must be carried out carefully, paying attention to
prevent any damage to the surfaces to be cleaned, including concrete quay walls, ship shells, etc.
Protection of locks
The service provider installs oil booms at all lock complexes in the port area which, in the event of
an oil spillage, can be rapidly deployed to protect the locks from possible contamination,. so as to
re- ensure their operability as quickly as possible.
Overview of available resources
To provide all services according to article 3, the service provider has access to the following
resources. The floating equipment can be deployed up to a wind force of 7 beaufort.
Floating equipment
Pollution Fighter
This vessel is equipped for laying oil booms and cleaning ship walls, quays, etc. at low
height.
Berth: quay 614, right bank
257
Main equipment:
 1 hydraulically driven coil with a total of 250m of oil boom type "Elastec Airmax
Harbor 32" with roll set
 1 hydraulically driven coil with a total of 250m of oil boom type "Light Oil Boom 750"
with roll set
 Hydraulic power pack
 2 blowers with a capacity of 16m³/minute and 6m³/minute
 2 high-pressure cleaners with hot water, 200 bar
 Cleaning line with collection floor and collection tank for cleaning of booms or
skimmers
Technical specification of vessel:
 2 main engines of 250 hp, speed 14 knots
 Bow thruster, stern thruster
 Vessel dimensions: length 22.32m - breadth 5.03m - draught 2.1m
Multifunctional vessel 1 (Flandria 9)
This multifunctional vessel is equipped, among other things, for laying oil booms, cleaning
ship walls, quays and structures up to a height of 19m and for sweeping and skimming
oil.
Berth: quay 401, right bank.
Main equipment:
 1 hydraulically driven coil with a total of 250m of oil boom type "Elastec Airmax
 2 hydraulically driven coils with a total of 250m of oil boom type "Light Oil Boom 750"
 1 HIAB loading crane type 245 E-5, equipped with a robot for cleaning ship walls.
Lifting capacity: 3.25T to 4.50m; 1T to 12m
 1 sweep arm, laterally deployable
 1 hydraulically driven skimmer (stand-alone or in combination with sweep arm)
 4 storage tanks with total capacity of 40m³
 On board: supply of adsorbent hoses and adsorbent mats
 1 leakproof container for contaminated waste
 2 tanks for storage of 40m³ fresh water.
 2 main engines of 170 hp
 Bow thruster 100 hp
 Generator set 200 KvA
 Vessel dimensions: length 30.18m - breadth 6.67m - draught 2.34m
Multifunctional vessel 2 (TBN)
This multifunctional vessel is equipped, among other things, for laying oil booms, cleaning
ship walls, quays and structures up to a height of 19m and for sweeping and skimming
oil.
Berth: quay 1101, Left bank.
258
Main equipment:
 2 hydraulically driven coils with a total of 500m of oil boom type "Elastec Airmax
 1 hydraulically driven coil with a total of 250m of oil boom type "Light Oil Boom 750"

 Cleaning line with collection floor and collection tank for cleaning of booms or
skimmers
 1 sweep arm, laterally deployable
 1 hydraulic crane in combination with a robot
 1 hydraulic skimmer (used stand-alone or in combination with sweep arm)
 On board: supply of absorbing hoses and absorbing mats
 2 storage tanks with total capacity of 30m³

Vessel dimensions: length 29.70m - breadth 9.38m - draught 1.6m
Motorboats
The service provider can deploy up to 30 motorboats for positioning booms, fitting
anchors, etc.
These motorboats are positioned at various locations in the port, to enable swift
mobilisation.
Two of these motorboats are additionally equipped with sweep arms and a skimmer +
collection tank of 1.85m³, so that, just as the multifunctional vessels, they can
additionally be used for sweeping and skimming oil on the water surface.
259
Other deployable resources
 Intervention vehicles
Intervention vehicle with equipment including
 High-pressure cleaner hot water, 200 bar

 Power water jet for chasing oil between quay and ship.
 Generator
 Ambient lighting
 Blower for inflating booms
 Flexi boom to be installed between shore and ship
 Oil adsorbing materials
 Standpipe for taking water if necessary
Trailer with 250m inflatable boom Elastec Airmax Harbor 32" on coil
Truck with leak proof container and crane
 Mobile (drum) skimmers

Drum skimmers, hydraulically driven, with a capacity of 16 m³/hour
Number: four
Technical specifications:
 Recovery of both light and heavy oils with very low water content
 Usually only 2 to 3% water content
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Use of chemicals/detergents in case of oil spills
The use of chemicals/detergents in case of oil spills in the port is not allowed. For optimal use of
dispersants, there is in fact insufficient turbulence/agitation in the port. As a result, there is
insufficient dilution of the dispersed oil drops and a large portion of the dispersed oil will end up
on the water bed or pose a threat to the water inlets of the companies.
Should dispersants nevertheless be used, this is only possible after express permission of the
Harbourmaster's Office.
If permission is given via the HMO, only dispersants that appear on the list of dispersants
approved by CEDRE, can be used. http://www.cedre.fr/en/response/dispersant.php
Removal of floating dirt
If, during the clean-up works, the service provider has to remove floating dirt, he must comply with
the following provisions:
Removal of floating dirt
 Floating dirt must be removed in a proper manner, so that no secondary contamination

is caused.
 Floating dirt contaminated with oil-containing products or other dangerous products
must be collected separately from uncontaminated floating dirt.
Temporary storage of floating dirt
 Contaminated floating dirt is collected in leak-proof and ADR approved containers for
subsequent disposal.
 The collection containers for floating dirt are provided with an identification for
distinguishing contaminated and uncontaminated floating dirt.
 The floating dirt is stored in collection containers that can be readily disposed of.
 The floating dirt is stored at a location where it cannot interfere with the clean-up works.
Disposal of floating dirt
 The floating dirt is transported by a registered waste collector/trader or broker to a

recognised and licensed processing plant.
 The contaminated floating dirt transported in accordance with the ADR regulations.
 The disposal of floating dirt shall conform to the VLAREMA legislation (Flemish regulations
for sustainable management of material cycles and waste).
Processing of floating dirt
 The floating dirt is processed by a recognised and licensed processing plant.

 The disposal of floating dirt shall conform to the VLAREMA legislation (Flemish regulations
for sustainable management of material cycles and waste).
261
Protection of locks
The service provider installs oil booms at all lock complexes in the port area which, in the event of
an oil spillage, can be rapidly deployed to protect the locks from possible contamination, in order
to re-ensure their operability as quickly as possible..
A the various lock complexes there is an additional 510m of oil boom available, installed via
mobile reels or a rack in a protected area.
Technical specifications of oil booms at the locks:

 Kieldrecht lock
2x120m ARI PF 75T flat foam filled on a reel
 Berendrecht/Zandvliet complex
210m Elastec Airmax Harbor 32” in rack
 Boudewijn/Van Cauwelaert complex

150m Elastec Airmax Harbor 32” on a reel
 Kallo lock
90m Elastec Airmax Harbor 32” on a reel
 Royers lock
60m Elastec Airmax Harbor 32” in rack
The oil booms are coupled via a permanent system to the locks.
262
Release of ships, quay walls, structures and water surfaces
Ships
Article 2.1. 2 of the MPPR stipulates, among other things, that entering locks, passing bridge
channels, mooring or unmooring at quays, mooring buoys, jetties and floaters, is prohibited
without permission of the HMO for vessels that have lost or threaten to lose cargo, fuel or objects,
and vessels that were polluted by a pollutant regardless of its nature or origin.
This prohibition can be lifted by HMO, without prejudice to HMO's right to request a declaration by
a shipping expert recognised by the Court of Commerce, stating that the vessel in question can
enter and leave the docks and berth or leave a berth without any further danger or additional
contamination.
The costs for such a declaration shall be borne by the vessel, the master, the owner or the
charterer.
Permission to sail after inspection may be withheld until the costs have been paid or a payment
guarantee has been provided.
For this prohibition to be cancelled by the HMO, specific documents are provided. An example of
these documents can be found via:
HKD11 - prohibition to leave berth - engdts

HKD11 - verbod om ligplaats te verlaten - nlfr
Quay walls, structures and water surfaces
The HMO decides on the release of quay walls, structures and water surfaces during an oil spill.
Closure of the oil spill
Upon completion of the clean-up works by the service provider and after release as provided for in
point 8.2, the HMO will inform the parties involved.
Recovery of service provider costs
Tariff regulation
The service provider works on behalf of the APA and invoices all costs to the APA.
The APA recovers the costs arising from the oil spill from the polluter according to the tariffs
specified in the tariff regulation for services in case of water-related oil spillages.
The tariff regulation can be found on the APA website: www.portofantwerp.com, at the search
function, enter "tariff regulation" + ENTER.
Guarantee
The APA reserves the right to demand from the polluter a guarantee in the amount of the clean-up
costs.
These costs will be estimated by the service provider at the start of the clean-up works.
The guarantee is intended to ensure payment of the costs arising from the oil spill by the polluter
or his representative or insurer.
The ships of the polluters will not be released until the APA has received the guarantee. (cf. supra
point 8)
263
Provisions relating to the polluter or port user involved
Provisions relating to containment measures in case of oil spillage
Without prejudice to the foregoing, the polluter or any other port user involved shall immediately
and to the extent that it has access to the resources reasonably provided for this purpose:
 stop the leak or the source of the contamination;

 take all protective measures, including the fitting of oil screens or the application of oil
absorbent materials, in order to contain or mitigate the pollution, pending further
containment and clean-up work by the licensed service provider.
Assistance during an oil spill
The polluters and other port users involved shall fully cooperate with the representatives of the
HMO and the licensed service provider to allow an oil spill to be dealt with rapidly and adequately.
264
Annex 1: demarcation oil spillage control plan
265
5.5. BUNKERING
5.5.1 Bunkering permits
Conventional bunkering
Recognition procedure for bunkering companies in the Port of Antwerp
Pursuant to the provisions of Annex VI (Reg. 18) to the Marpol Convention 73/78, companies
engaged in bunker operations with barges in the Port of Antwerp,
must be recognised by the Harbourmaster's Office. Also clients for the supply of bunkers that are
not carried out with own ships, must hold a recognition.
Conditions for recognition

This recognition is granted if the following conditions are met:
 The bunker firm declares in the request that:

 it will only use bunker vessels that hold the necessary valid certificates, if relevant:
tonnage certificate; inspection certificate; community certificate; certificate of
approval according to ADN; Regent's Decree on flammable liquids; calibration
certificate.
 all meters on the bunker vessel are calibrated yearly.
 the equipment used such as loading arms, etc. are certified.
 the bunker vessels have adequate equipment to control an overflow on board of the
own ship (oil-absorbing hoses, absorbent pellets, etc.).
 the bunker checklists and Bunker Delivery Notes will be completed correctly.
Validity of the recognition

If changes occur, they must immediately be communicated to the Harbourmaster's Office. The
latter will then decide whether the recognition can or cannot be maintained.
Bunkering companies that have been recognised in another Flemish port
are automatically recognised in the Port of Antwerp and vice versa. They must then submit a copy
of the recognition granted for the relevant Flemish port. All conditions and procedures described
in this memo fully apply to a bunkering company that wants to carry out bunker operations in the
Port of Antwerp.
The list of recognised bunkering companies is submitted to the FPS Mobility.
An overview of recognised bunkering companies is given in Annex 1 to this information memo.
This list is also published on the internet: http://www.portofantwerp.com/nl/erkende-
bunkerbedrijven
266
Measures to be taken prior to / during bunkering:
 During working days, an overview of the planned activities must be submitted daily (24
hours in advance) to the Goods and Environment department of the Harbourmaster's
Office (HKD/GM) (e-mail address: Toelatingen.HKD@portofantwerp.com ).
A list of activities planned during the weekend or on public holidays must be submitted to
HKD/GM on the preceding working day, by 3:00 p.m. at the latest.
This overview must contain at least the following information:
o identification of the company
o HKD/GM recognition number
o name of bunker barge
o date and time of bunkering
o name and location of receiving ship
o product
o sulphur content
 Prior to each bunker operation, the bunker checklist must be completed.

 For each bunker operation a Bunker Delivery Note (BDN) must be completed. This Bunker
Delivery Note contains at least the following information:
- name and IMO number of receiving ship

- port
- date at start of delivery
- name, address and telephone of bunkering company
- product name (incl. customs code)
- quantity in tonnes
- density at 15°C (in kg/m³, tested in accordance with ISO 3675:1998 or ISO
12185:1996)
- sulphur content (in % m/m, tested in accordance with ISO 8217:2010)
- number of MARPOL sample
- declaration signed by the fuel supplier stating that the fuel supplied is in
conformity with the applicable provisions of Reg. 14.1 or 14.4 and Reg. 18.3
of MARPOL Annex VI
 In the event of a calamity (overflow, oil spill, etc.), appropriate measures must be taken
immediately to limit damage to vessels and dock water.
The chief dock master shall be notified forthwith of any calamities.
Maintenance
All documents, certificates and checklists related to bunkering operations carried out in the port
and the bunker vessels used, must, upon request, be presented to the Harbourmaster.
The Harbourmaster is authorised at all times to check fuel supplies for their specifications.
267
LNG bunkering
Permission and information
 Bunker suppliers and bunker vessels must have a permit of the HMO before they can
deliver LNG in the Port of Antwerp.
Such permit shall only be granted after a positive evaluation of the Bunker and Safety
Procedures and any other applicable requirements.
The application for permission must reach the HMO at least 14 working days before the
first bunker operation.
 Each individual bunker operation with LNG shall, additionally, be submitted to the HMO 3
working days in advance.
The following information is necessary:

- Where and when is the bunker operation to take place
- Method of delivery (ship- truck- terminal)
- Details of supplier and receiving ship
 The ACC (Antwerp Coordination Centre) shall be notified on VHF channel 18 at least 4
hours before start, and after the completion of the LNG bunker operation.
 The Harbourmaster or his deputy may at any time, without any compensation for any of
the parties involved, cancel or abort the bunker operation for reason of adverse weather
conditions or other safety issues. They may at any time impose additional safety
requirements.
Debunkering operations:
Debunkering of LNG in the Port of Antwerp is not permitted without special permission from
the Harbourmaster.
268

Port of Antwerp

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PORT INSTRUCTIONS

1. GENERAL INSTRUCTIONS ................................................................................................ 5

Subject Email Phone

2.1 GENERAL INSTRUCTIONS

Additional conditions for vessels staying in the Port of Antwerp

 have a dry inspection carried out:

An ultrasonic measurement must be carried out every year.

Plugging of drain pipes on sites

 pH value between 6.5 and 9

The Harbourmaster's Office may impose additional conditions at any time.

Discharge of domestic wastewater from seagoing ships

a) In the left and right bank docks:

b) At berths on the Scheldt and in the Deurganck Dock:

­ Specification of the estimated lay-up period.

Health and safety:

­ Mooring lines must be regularly checked for tension and wear.

b) Cold lay-up: unmanned seagoing vessel:

­ If known, the lay-up period must be specified.

This list is not exhaustive and can be extended at any time.

Opening of entrance gates

Escape routes must remain clear at all times.

HMO contact point for changes to access and lay-out of site

Port facility Quay IMO-number

Access control and (pre-)registration

Regulations applicable with security level 1 (SL1)

Scenario 1 applicable to barges:

Specific safety rules apply at terminals.

PF enclosed + Skipper operationally No special ISPS procedures

PF enclosed + Skipper not Skipper contacts DM + 24/7

Skipper contacts PF for

PF enclosed + Skipper contacts DM + Skipper contacts PF for registration

Skipper and PF agree on access

Or, other quay is

Compliance with safety rules and use of PPE

Regulations applicable with security level 1 (SL1)

Scenario applicable to suppliers and visitors for seagoing ships:

Pre-registration is possible via fax or email but not by phone.

Sailing / staying with passengers in the port

1.1. General conditions

1.3. Ships in transit

 visibility of at least 1000 m

For further information and request for berth: www.stad.antwerpen.be

3.1 GENERAL INSTRUCTIONS

1.2. First berth application

a) ETA Entry point1

The new shipping agent shall submit a new pre-notification.

Deleting berth applications

1.4. Specification of mooring side

The shipping agent is responsible for the information specified.

- After buoy 35 (=late changes):

Deleting berth application shifts

- Any further changes can only be made phone.

2.3. Specification of shift

a) Name of shifting vessel

A. Up to 4 hours before the shifting time specified by the shipping agent

- Electronically via APICS counter

- Electronically via APICS counter

- Electronically via APICS counter

2.4. Specification of mooring side

The shipping agent is responsible for the information specified.

- Not later than 4 hours before the planned time of departure:

o Changes must be made electronically via the APICS counter

- from 4 hours before the planned time of departure (= late changes):

2.5. Shift change at departure

Specification of the estimated lay-up period.

Mooring lines must be regularly checked for tension and wear.

If known, the lay-up period must be specified.