Actions during suspension of pilotage:

Wanneer er door het slechte weer het onmogelijk maakt om de schepen te

beloodsen. Kan er gebruik worden gemaakt van een helikopter voor de grotere
schepen. Kleinere schepen kunnen doormiddel van LOA (Loods op afstand) naar
binnen of naar buiten geloodst worden. Het houdt dus in dat er op de wal een LOAlood is gesitueerd die op basis van radio communicatie en Radar informatie het schip
loodst. Veiligheidsmarges worden vergroot vanwege dat de informatie van de radar
een delay heeft. LOA is alleen beschikbaar onder bepaalde omstandigheden en voor
schepen zonder gevaarlijke stoffen.
If desired, extra measures for ships with dangerous cargo:
During the next few years IMO introduced a series of measures designed to prevent
tanker accidents and to minimize their consequences. It also tackled the
environmental threat caused by routine operations such as the cleaning of oil cargo
tanks and the disposal of engine room wastes - in tonnage terms a bigger menace
than accidental pollution.
The most important of all these measures was the International Convention for the
Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating
thereto (MARPOL 73/78). It covers not only accidental and operational oil pollution
but also pollution by chemicals, goods in packaged form, sewage, garbage and air
pollution.
Radar Equipment:
Surveillance requirements for the VTS area
The extent of the VTS area should be taken into account with regard to the
surveillance equipment necessary. In principle the equipment should be able to cover
an area well in excess of the designated VTS area, to allow for any decrease in
performance in poor weather conditions. The surveillance equipment in most
common use continues to be radar although other systems, such as the Automatic
Identification System (AIS) and CCTV, are used to good effect. Therefore, depending
on the services that a VTS is to carry out the radar coverage can be:

nil (AIS, voice communication and reporting only);

partly (covered areas chosen intentionally with some blind sectors);
totally by one radar sensor (without any blind sectors); or
totally by two or more radar sensors (for large VTS areas and to prevent
shadow and other effects of radar targets).

0802 Determination of Costs

The cost components of a new VTS consist of two distinctive elements, namely the
initial investment costs and the lifetime operating costs. All cost components should
be identified and quantified in terms of amount and the budget timeline. When
considering a modification of an existing VTS, as opposed to a new VTS, only the
additional costs should be assessed.
The investment costs are the total costs initially incurred for investments such as:

preparation (e.g. feasibility studies, tendering, procurement, legislation);

building works (e.g. VTS centres, radar locations, VHF masts, power/water/telephone
connections);

equipment purchase and installation (e.g. radar, VHF and other communication,
computers, software, VTS work consoles, vessels/vehicles);

project management and administration (including intermediate measures); and

organization set-up (e.g. recruitment and training of staff, developing procedures).

Often the costs for preparation, the set-up of the organization and the project
management/administration are overlooked. These investment costs are sometimes
depreciated as capital costs during the lifetime of the VTS, depending on the
accounting system used. At the end of the lifetime of the VTS the investments might
still have a residual value which needs to be deducted from the initial investment
costs at present value. The operation costs are the annual costs incurred over the
lifetime of the VTS for expenditure such as:

maintenance and repairs of the building works (including spare parts);

maintenance and repairs of the equipment (including spare parts);

personnel (including replacement and additional/refresher training);

consumables (e.g. power, water, telephone, data exchange); and

insurance cover (if appropriate).

Electronic equipment quickly becomes out-dated and unviable to maintain. Therefore,
regular replacement by more up-to-date equipment during the lifetime of the VTS
needs to be considered in the operational costs assessment.
Page 64 IALA guidelines