PUB.

(ENROUTE)

SAILING DIRECTIONS

★

★

2010

192

NORTH SEA

Prepared and published by the

NATIONAL GEOSPATIAL-INTELLIGENCE AGENCY

Bethesda, Maryland

© COPYRIGHT 2010 BY THE UNITED STATES GOVERNMENT

NO COPYRIGHT CLAIMED UNDER TITLE 17 U.S.C.

THIRTEENTH EDITION

For sale by the Superintendent of Documents, U.S. Government Printing Office

Internet: http://bookstore.gpo.gov Phone: toll free (866) 512-1800; DC area (202) 512-1800

Fax: (202) 512-2250 Mail Stop: SSOP, Washington, DC 20402-0001
Pub. 192 III

Preface

0.0 Pub. 192, Sailing Directions (Enroute) for the North Sea,

Thirteenth Edition, 2010, is issued for use in conjunction with

Pub. 140, Sailing Directions (Planning Guide) North Atlantic

Ocean, Baltic Sea, North Sea, and the Mediterranean Sea.

Companion volumes are Pubs. 191, 193, 194, and 195.

0.0 Digital Nautical Charts 20 and 21 provide electronic chart

coverage for the area covered by this publication. 

0.0 This publication has been corrected to 1 May 2010, including Notice to Mariners No. 18 of 2010.

Explanatory Remarks

0.0 Sailing Directions are published by the National GeospatialIntelligence Agency (NGA), under the authority of Department

of Defense Directive 5105.40, dated 12 December 1988, and

pursuant to the authority contained in U. S. Code Title 10,

Sections 2791 and 2792 and Title 44, Section 1336. Sailing

Directions, covering the harbors, coasts, and waters of the

world, provide information that cannot be shown graphically

on nautical charts and is not readily available elsewhere.

0.0 Sailing Directions (Enroute) include detailed coastal and

port approach information which supplements the largest scale

chart produced by the National Geospatial-Intelligence

Agency. This publication is divided into geographic areas

called “Sectors.”

0.0 Bearings.—Bearings are true, and are expressed in degrees

from 000° (north) to 360°, measured clockwise. General

bearings are expressed by initial letters of points of the compass (e.g. N, NNE, NE, etc.). Adjective and adverb endings

have been discarded. Wherever precise bearings are intended

degrees are used.

0.0 Charts.—Reference to charts made throughout this publication refer to both the paper chart and the Digital Nautical

Chart (DNC).

0.0 Coastal Features.—It is assumed that the majority of ships

have radar. Available coastal descriptions and views, useful for

radar and visual piloting are included in geographic sequence

in each Sector.

0.0 Corrective Information.—Users should refer corrections,

additions, and comments to NGA’s Maritime Operations Desk,

as follows: 

0.0 1. Toll free: 1-800-362-6289

0.0 2. Commercial: 301-227-3147

0.0 3. DSN: 287-3147

0.0 4. DNC web site: http://www.nga.mil/portal/site/dnc

0.0 5. Maritime Do0.0 main web site: http://www.nga.mil/portal/site/mari

0.0 time

0.0 6. E-mail: navsafety@nga.mil

0.0 7. Mailing address: Maritime Domain

0.0 National Geospatial-Intelligence

0.0 Agency

Mail Stop D-44

0.0 4600 Sangamore Road

0.0 Bethesda MD 20816-5003

0.0 New editions of Sailing Directions are corrected through the

date of the publication shown above. Important information to

amend material in the publication is available as a Publication

Digital Update (PDU) from the NGA Maritime Domain website.

0.0NGA Maritime Domain Website

http://www.nga.mil/portal/site/maritime

0.0

0.0 Courses.—Courses are true, and are expressed in the same

manner as bearings. The directives “steer” and “make good” a

course mean, without exception, to proceed from a point of

origin along a track having the identical meridianal angle as the

designated course. Vessels following the directives must allow

for every influence tending to cause deviation from such track,

and navigate so that the designated course is continuously

being made good.

0.0 Currents.—Current directions are the true directions toward

which currents set.

0.0 Dangers.—As a rule outer dangers are fully described, but

inner dangers which are well-charted are, for the most part,

omitted. Numerous offshore dangers, grouped together, are

mentioned only in general terms. Dangers adjacent to a coastal

passage or fairway are described.

0.0 Distances.—Distances are expressed in nautical miles of 1

minute of latitude. Distances of less than 1 mile are expressed

in meters, or tenths of miles.

0.0 Geographic Names.—Geographic names are generally

those used by the nation having sovereignty. Names in parentheses following another name are alternate names that may

appear on some charts. In general, alternate names are quoted

only in the principal description of the place. Diacritical marks,

such as accents, cedillas, and circumflexes, which are related to

specific letters in certain foreign languages, are not used in the

interest of typographical simplicity. Geographic names or their

spellings do not necessarily reflect recognition of the political

status of an area by the United States Government.

0.0 Heights.—Heights are referred to the plane of reference

used for that purpose on the charts and are expressed in meters.

0.0 Index-Gazetteer.—Navigational features and place-names

are listed alphabetically in the back of the book. The approximate position, along with the Sector and paragraph numbers

(e.g. 1.1), facilitate location in the text.

0.0 Internet Links.—This publication provides internet links to

web sites concerned with maritime navigational safety, including but not limited to, Federal government sites, foreign Hydrographic Offices, and foreign public/private port facilities.

NGA makes no claims, promises, or guarantees concerning the

accuracy, completeness, or adequacy of the contents of the web

sites and expressly disclaims any liability for errors and omissions of these web sites.

0.0 Light and Fog Signals.—Lights and fog signals are not described, and light sectors are not usually defined. The Light

Lists should be consulted for complete information.

0.0 Ports.—Directions for entering ports are depicted where

appropriate by means of chartlets, sketches, and photos, which

facilitate positive identification of landmarks and navigational

aids. These chartlets and sketches are not always to scale, however, and should be used only as a general informational guide

in conjunction with the best scale chart. Specific port facilities

are omitted from the standard format. They are tabulated in

Pub. 150, World Port Index.

0.0 Radio Navigational Aids.—Radio navigational aids are not

described in detail. Publication No. 117 Radio Navigational

Aids and NOAA Publication, Selected Worldwide Marine

Broadcasts, should be consulted.
IV Pub. 192

0.0 Soundings.—Soundings are referred to the datum of the

charts and are expressed in meters.

0.0 Special Warnings.—A Special Warning may be in force for

the geographic area covered by this publication. Special

Warnings are printed in the weekly Notice to Mariners upon

promulgation and are reprinted annually in Notice to Mariners

No. 1. A listing of Special Warnings currently in force is

printed in each weekly Notice to Mariners, Section III, Broadcast Warnings, along with the notice number of promulgation.

Special Warnings are also available on the Maritime Division

website.

0.0 Wind Directions.—Wind directions are the true directions

from which winds blow.

0.0
Pub. V

Contents

Preface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . III

Chartlet—Sector Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VII

Conversion Tables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VIII

Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . XI

Sector 1

Scotland—The Firth of Forth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Sector 2

Scotland and England—Gin Head to Flamborough Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Sector 3

England—Flamborough Head to the Thames Estuary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

Sector 4

England—The Thames Estuary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

Sector 5

England—The River Thames . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101

Sector 6

Belgium and the Netherlands—Nieuwpoort to Westkapelle (including the Schelde) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

Sector 7

The Netherlands—Westkapelle to Terschelling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141

Sector 8

The Netherlands and Germany—Terschelling to the River Jade and the River Weser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163

Sector 9

Germany and Denmark—The River Elbe to Hanstholm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197

Glossaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Pub. 192 VII

0.0SECTOR LIMITS — PUB. 192
VIII Pub. 192

Conversion Tables

 Feet to Meters

Feet 0 1 2 3 4 5 6 7 8 9

 0 0.00 0.30 0.61 0.91 1.22 1.52 1.83 2.13 2.44 2.74

 10 3.05 3.35 3.66 3.96 4.27 4.57 4.88 5.18 5.49 5.79

 20 6.10 6.40 6.71 7.01 7.32 7.62 7.92 8.23 8.53 8.84

 30 9.14 9.45 9.75 10.06 10.36 10.67 10.97 11.28 11.58 11.89

 40 12.19 12.50 12.80 13.11 13.41 13.72 14.02 14.33 14.63 14.93

 50 15.24 15.54 15.85 16.15 16.46 16.76 17.07 17.37 17.68 17.98

 60 18.29 18.59 18.90 19.20 19.51 19.81 20.12 20.42 20.73 21.03

 70 21.34 21.64 21.95 22.25 22.55 22.86 23.16 23.47 23.77 24.08

 80 24.38 24.69 24.99 25.30 25.60 25.91 26.21 26.52 26.82 27.13

 90 27.43 27.74 28.04 28.35 28.65 28.96 29.26 29.57 29.87 30.17

 Fathoms to Meters

Fathoms 0 1 2 3 4 5 6 7 8 9

 0 0.00 1.83 3.66 5.49 7.32 9.14 10.97 12.80 14.63 16.46

 10 18.29 20.12 21.95 23.77 25.60 27.43 29.26 31.09 32.92 34.75

 20 36.58 38.40 40.23 42.06 43.89 45.72 47.55 49.38 51.21 53.03

 30 54.86 56.69 58.52 60.35 62.18 64.01 65.84 67.67 69.49 71.32

 40 73.15 74.98 76.81 78.64 80.47 82.30 84.12 85.95 87.78 89.61

 50 91.44 93.27 95.10 96.93 98.75 100.58 102.41 104.24 106.07 107.90

 60 109.73 111.56 113.39 115.21 117.04 118.87 120.70 122.53 124.36 126.19

 70 128.02 129.85 131.67 133.50 135.33 137.16 138.99 140.82 142.65 144.47

 80 146.30 148.13 149.96 151.79 153.62 155.45 157.28 159.11 160.93 162.76

 90 164.59 166.42 168.25 170.08 171.91 173.74 175.56 177.39 179.22 181.05

 Meters to Feet

Meters 0 1 2 3 4 5 6 7 8 9

 0 0.00 3.28 6.56 9.84 13.12 16.40 19.68 22.97 26.25 29.53

 10 32.81 36.09 39.37 42.65 45.93 49.21 52.49 55.77 59.06 62.34

 20 65.62 68.90 72.18 75.46 78.74 82.02 85.30 88.58 91.86 95.14

 30 98.42 101.71 104.99 108.27 111.55 114.83 118.11 121.39 124.67 127.95

 40 131.23 134.51 137.80 141.08 144.36 147.64 150.92 154.20 157.48 160.76

 50 164.04 167.32 170.60 173.88 177.16 180.45 183.73 187.01 190.29 193.57

 60 196.85 200.13 203.41 206.69 209.97 213.25 216.54 219.82 223.10 226.38

 70 229.66 232.94 236.22 239.50 242.78 246.06 249.34 252.62 255.90 259.19

 80 262.47 265.75 269.03 272.31 275.59 278.87 282.15 285.43 288.71 291.99

 90 295.28 298.56 301.84 305.12 308.40 311.68 314.96 318.24 321.52 324.80

 Meters to Fathoms

Meters 0 1 2 3 4 5 6 7 8 9

 0 0.00 0.55 1.09 1.64 2.19 2.73 3.28 3.83 4.37 4.92

 10 5.47 6.01 6.56 7.11 7.66 8.20 8.75 9.30 9.84 10.39

 20 10.94 11.48 12.03 12.58 13.12 13.67 14.22 14.76 15.31 15.86

 30 16.40 16.95 17.50 18.04 18.59 19.14 19.68 20.23 20.78 21.33

 40 21.87 22.42 22.97 23.51 24.06 24.61 25.15 25.70 26.25 26.79

 50 27.34 27.89 28.43 28.98 29.53 30.07 30.62 31.17 31.71 32.26

 60 32.81 33.36 33.90 34.45 35.00 35.54 36.09 36.64 37.18 37.73

 70 38.28 38.82 39.37 39.92 40.46 41.01 41.56 42.10 42.65 43.20

 80 43.74 44.29 44.84 45.38 45.93 46.48 47.03 47.57 48.12 48.67

 90 49.21 49.76 50.31 50.85 51.40 51.95 52.49 53.04 53.59 54.13
Pub. 192 XI

Abbreviations

The following abbreviations may be used in the text:

Units

°C degree(s) Centigrade km kilometer(s)

cm centimeter(s) m meter(s)

cu.m. cubic meter(s) mb millibars

dwt deadweight tons MHz megahertz

FEU forty-foot equivalent units mm millimeter(s)

grt gross registered tons nrt net registered tons

kHz kilohertz TEU twenty-foot equivalent units

Directions

N north S south

NNE northnortheast SSW southsouthwest

NE northeast SW southwest

ENE eastnortheast WSW westsouthwest

E east W west

ESE eastsoutheast WNW westnorthwest

SE southeast NW northwest

SSE southsoutheast NNW northnorthwest

Vessel types

LASH Lighter Aboard Ship ro-ro Roll-on Roll-off

LNG Liquified Natural Gas ULCC Ultra Large Crude Carrier

LPG Liquified Petroleum Gas VLCC Very Large Crude Carrier

OBO Ore/Bulk/Oil

Time

ETA estimated time of arrival GMT Greenwich Mean Time

ETD estimated time of departure UTC Coordinated Universal Time

Water level

MSL mean sea level LWS low water springs

HW high water MHWN mean high water neaps

LW low water MHWS mean high water springs

MHW mean high water MLWN mean low water neaps

MLW mean low water MLWS mean low water springs

HWN high water neaps HAT highest astronomical tide

HWS high water springs LAT lowest astronomical tide

LWN low water neaps

Communications

D/F direction finder MF medium frequency

R/T radiotelephone HF high frequency

GMDSS Global Maritime Distress and Safety System VHF very high frequency

LF low frequency UHF ultra high frequency

Navigation

LANBY Large Automatic Navigation Buoy SPM Single Point Mooring

NAVSAT Navigation Satellite TSS Traffic Separation Scheme

ODAS Ocean Data Acquisition System VTC Vessel Traffic Center

SBM Single Buoy Mooring VTS Vessel Traffic Service

Miscellaneous

COLREGS Collision Regulations

IALA International Association of Lighthouse

Authorities

No./Nos.

PA

Number/Numbers

Position approximate

IHO International Hydrographic Office PD Position doubtful

IMO International Maritime Organization Pub. Publication

loa length overall St./Ste. Saint/Sainte
Pub. 192

1. Scotland—The Firth of Forth

1.0Additional chart coverage may be found in NGA/DLIS Catalog of Maps, Charts, and Related Products (Unlimited Distribution).

SECTOR 1 — CHART INFORMATION
3

Pub. 192

SECTOR 1 

SCOTLAND—THE FIRTH OF FORTH

1.0 Plan.—This sector describes the Firth of Forth and its approaches, followed by a description of the River Forth. The descriptive sequence is W along the S shore of the firth and then

E along the N shore.

General Remarks

1.1 The approach to the Firth of Forth is about 12 miles

wide and lies between Fife Ness, on the N side, and Bass Rock,

off Gin Head, on the S side. The Isle of May (56°11'N.,

2°33'W.) lies nearly midway between the entrance points. The

entrance proper lies between Elie Ness, located 8 miles W of

the Isle of May, and Fidra, an islet 6.7 miles S.

1.1 The Firth of Forth is important because of the large amount

of traffic, but it also affords the only real refuge during E gales

on this part of the coast. At Queensferry, located 20 miles

within the entrance, the Firth of Forth is spanned by both road

and railway bridges. Vessels of light draft can proceed at HW

as far as Stirling, where navigation practically ceases, a total

distance, including windings, of 62 miles.

1.1 Several piers and tidal harbors are situated within this area

including Rosyth Harbor, Grangemouth, Hound Point Oil

Terminal, Leith, and Braefoot Bay LNG/LPG Terminal. There

are several designated anchorage areas within the firth which

may best be seen on the chart.

1.1 Tides—Currents.—Tides at the Port of Leith rise about

5.6m at springs and 4.5m at neaps.

1.1 In the outer part of the Firth of Forth, between the entrance

and Inchkeith, the tidal currents are weak and only exceptionally exceed a spring velocity of 1 knot. The W current begins

about 6 hours 15 minutes before HW at Leith and the E current

begins about HW; the currents begin about 30 minutes later, on

the N side of the firth, and 30 minutes earlier, on the S side,

than these times.

1.1 In North Channel, 1 mile WNW of Inchkeith, the W current

begins 5 hours 30 minutes before HW at Leith and the E

current begins about 45 minutes after HW; the spring velocity

of both is about 1 knot.

1.1 Close W of the Forth Road Bridge, the W current begins 5

hours 30 minutes before HW at Leith and has a spring velocity

of 1.5 knots; the E current begins 30 minutes after HW and has

a spring velocity of 2.25 knots.

1.1 In South Channel and in Leith Roads, the currents run similar to North Channel, but are rather weaker. An eddy sometimes forms off the harbor piers during the E current.

1.1 The currents run fairly strongly through the channels under

the Forth Railway Bridge and there may be turbulence in the

North Channel and off North Queensferry.

1.1 Depths—Limitations.—The depths abreast and S of the Isle

of May are about 45m, mud bottom. These continue for about

12 miles W or to about 5 miles NW of Fidra. Then towards

Leith Roads, the depths S of Inchkeith and through South

Channel gradually decrease to 5.5 from 11m. The water is

deeper, with depths of 18 to 20m to the N of Inchkeith.

1.1 A fairway channel for deep-draft vessels, with a least depth

of 18.4m in 56°00.6'N, 3°21.4'W, leads from seaward to the

vicinity of oil terminal at Hound Point. Continuing WSW on

the recommended track, the depths generally exceed 20m

except for a shoal patch of 13.4m in 56°00.5'N, 3°21.6'W. In

the narrows under the bridges, the depths increase to over 54m,

but rapidly decrease towards the W. There are depths of about

9m in the fairway of the River Forth; the approach channel to

Grangemouth is dredged to a depth of 6.5m. 

1.1 Pilotage.—The Forth Ports Authority exercises pilotage

jurisdiction over the whole area of the Firth of Forth and the

River Forth from a line joining North Carr Beacon and South

Carr Beacon to the head of navigation at Stirling.

1.1 The Compulsory Pilotage Areas and vessels subject to

compulsory pilotage within these areas are defined, as follows:

1. That part of the Forth lying W of longitude 3°00'W—

Vessels carrying 12 or more passengers, but excluding local

ferries, pleasure craft, and exempted fishing boats.

2. That part of the Forth lying W of a line extending E

from the S extremity of Kinghorn Ness (56°04'N., 3°10'W.)

to the meridian of 3°06.1'W, then S to the latitude of

56°02.3'N, then to Stell Point (N end of Inchkeith Island),

then in the direction of Oxcars Light to the meridian of

3°15.4'W, then S to the S shore of the Forth, excluding any

closed dock, lock, or work area with the exception of Eastern

Channel located within Grangemouth Docks:

a. Vessels not carrying 12 or more passengers, excluding local ferries, pleasure craft, and exempted fishing

boats.

b. Vessels of 45m and over in length or dredges and

other craft of 85m and over in length while engaged in

dredging operations, civil engineering operations, or antipollution activities within the Forth.

3. That part of the Forth (including Leith Docks) lying

W of a line extending W from position 56°02.3'N, 3°06.1'W

to the meridian of 3°07.3'W, then S to latitude 56°01.6'N,

then E to the meridian of 3°06.1'W, then S to the S shore of

the Forth bound to the N and W by the limits of the area described in paragraph 2 above:

a. Vessels not carrying 12 or more passengers, excluding local ferries, pleasure craft, and exempted fishing

boats).

b. Vessels of 45m and over in length carrying dangerous goods, vessels of 80m and over in length, and vessels

of 85m and over in length while engaged in dredging operations, civil engineering operations, or anti-pollution activities within the Forth.

4. That part of the Forth (including Methil Docks) lying

W of the meridian of 3°00.0'W and N of the latitude

56°10.0'N:
4 Sector 1. Scotland—The Firth of Forth 

Pub. 192

a. Vessels not carrying 12 or more passengers, excluding local ferries, pleasure craft, and exempted fishing

boats.

b. Vessels of 45m and over in length carrying dangerous goods, vessels of 60m and over in length, and vessels

of 85m and over in length while engaged in dredging operations, civil engineering operations, or antipollution activities within the Forth.

1.1 Pilotage within Rosyth Docks is compulsory for all commercial vessels. 

1.1 Request for pilots should be made 24 hours in advance to the

Forth Pilot Station at Granton (55°59'N., 3°13'W.), on the S

shore of the firth. Confirmation of ETA must be sent 12 hours

in advance followed by 2 hours prior to vessels arrival. The

message should include their grt, maximum draft, and port of

destination. The ETA message 2 hours prior to arrival is

confirmed on VHF directly to the pilot vessel. On the final

approach to the boarding position, all vessels should, if

possible, remain in direct VHF contact on channel 71 72 with

the pilot vessel. 

1.1 Vessels bound to or from Hound Point Terminal embark and

disembark pilots at the Fairway Lighted Buoy.

1.1 Inbound tankers proceeding to Hound Point Terminal and

tankers proceeding from the Kilo Anchorages (off Kirkcaldy)

or the Alpha Anchorages (off Aberlady Bay) must not pass S

of latitude 56°05'N or W of longitude 3°00'W until the pilot

has boarded and has control of the vessel. 

1.1 Inbound vessels proceeding S of Inchkeith embark pilots NE

of Narrow Deep Lighted Buoy (56°01'N., 3°04'W.).

1.1 Inbound vessels proceeding to Methil embark pilots about

0.8 mile SSE of the harbor entrance.

1.1 Inbound vessels proceeding N of Inchkeith, except those

bound to Hound Point Terminal, embark pilots close N of No.

3 Lighted Buoy (56°03'N., 3°06'W.), keeping N of the designated channel for deep-draft vessels.

1.1 Pilots also embark in Musselborough Small Vessel Anchorage (55°59'N., 3°03'W.) and in the designated anchorage areas

A4 and A5, as appropriate.

1.1 Passenger vessels bound for Leith or Rosyth must embark

pilots at Fairway Lighted Buoy.

1.1 Outbound vessels, other than those from Hound Point

Terminal, passing N of Inchkeith, disembark their pilots between No. 4 Lighted Buoy and No. 2 Lighted Buoy, keeping S

of the fairway designated for deep-draft vessels.

1.1 In bad weather, the pilot boarding positions may be changed.

1.1 Vessels should always obtain clearance to approach the pilot

boarding areas from the Forth Navigation Service.

1.1 Call: Forth Pilots or contact by e-mail, as follows: 

1.1 Regulations—Below are extracts from the by-laws issued

by the Forth Navigation Service.

1. Vessels having a draft in excess of 10m and navigating in the fairway W of Fairway Lighted Buoy may exhibit

the appropriate lights and shape for a vessel constrained by

draft.

2. Power-driven vessels entering a fairway from a dock,

lock, basin, wharf, jetty, or anchorage should sound one prolonged blast.

3. Vessels must reduce speed and keep clear of ships and

barges anchored in the designated berths (or made fast to

mooring buoys) S of Burntisland.

4. Vessels must reduce speed if necessary and not approach within 100m when passing vessels berthed at Hound

Point Marine Terminal.

5. Vessels must not approach within 100m of the main

piers of the Forth Road Bridge.

6. Notwithstanding the Collision Regulations, no vessel

shall enter or cross a fairway except when the fairway in the

vicinity of the vessel is clear, and only in such manner as to

not impede or endanger other vessels navigating in the fairway.

7. A vessel under sail or power, which is not confined to

a fairway, shall not make use of a fairway so as to cause an

obstruction to other vessels which can only navigate within

such fairway.

8. A Protected Channel has been established and extends

from the vicinity of No. 13 Lighted Buoy and No. 14 Lighted

Buoy, moored N of Oxcars, to the N passage under the Forth

Railway Bridge, then to Rosyth. On occasion, in order to

ensure the safety of large vessels, this protected channel is

placed in operation. In such a case, details are broadcast by

the Forth Navigation Service.

9. No vessel may pass another while under the Forth

Railway Bridge whether in conditions of good visibility or

not. In the event that vessels approach the bridge from opposite directions, the outbound vessel has priority to pass under

the bridge and the inbound vessel must keep clear.

10. When the visibility is less than 0.5 mile, an inbound

vessel shall not, under any circumstances, pass No. 19

Lighted Buoy without clearance to do so from the Forth

Navigation Service.

11. When the Traffic Warning Light at the North Queensferry signal station is in operation, no vessel shall pass under

the north or south arches of the Forth Railway Bridge. 

12. Vessels navigating in the Firth of Forth and bound to

or from Leith or Granton, are recommended, when conditions are suitable, to use the passage which passes S of

Inchkeith Island (South Channel). This rule applies to commercial and naval vessels of 50 grt and over. It includes such

vessels proceeding from Leith and Granton to other ports

located in the E part of the Forth and vice versa. It does not

include such vessels bound from Leith and Granton to Burntisland and/or ports located in the W part of the Forth and

vice versa. This rule does not apply to working vessels and

other small craft such as tugs, pilot boats, or dredgers etc.

13. Movements of large vessels to and from Hound Point

Terminal, Braefoot Bay Terminal, and Rosyth may require

restrictions to be placed on the movements of other vessels.

1.1 Extracts from the by-laws issued by the Forth Navigation

Service regarding tanker movements are listed below:

1. When a tanker of 50,000 dwt or more is navigating in

the fairway between Fairway Lighted Buoy and the vicinity

of Hound Point Terminal, the following rules apply:

a. An outbound tanker from the terminal shall have

right of way over any inbound tanker.

forthpilots@forthports.co.uk

 Telephone 44 131 5521420
Sector 1. Scotland—The Firth of Forth 5

Pub. 192

b. No two tankers, each being 50,000 dwt or more,

shall pass each other when in the channel W of No. 7

Lighted Buoy (56°02.8'N., 3°10.9'W.). In addition, if

either tanker is 120,000 dwt or more, then neither shall

pass each other when in the channel W of Inchkeith.

c. An outbound tanker of 50,000 dwt or more, shall,

after casting off its tugs, continue to be escorted by a tug

until such tanker has reached No. 5 Lighted bBoy

(56°03.2'N., 3°07.9'W.). A similar inbound vessel shall be

escorted by a tug on reaching No. 7 Lighted Buoy.

d. Every tanker bound for the terminal shall regulate its

approach so as not to arrive there prior to the agreed berthing

time.

2. When liquefied gas carriers, natural gasoline tankers,

bunker fuel vessels, or other tankers in the Forth are bound to

or from Braefoot Terminal, the following rules apply:

a. When a tanker is entering or leaving Forth Deep

Water Channel via the W approach passage to Mortimer’s

Deep, no other vessel shall enter that section of the fairway located between No. 13 Lighted Buoy and a line joining Hound Point, on the S shore, to Hopeward Point, on

the N shore.

b. When a tanker is entering or leaving Forth Deep

Water Channel via the E approach passage to Mortimer’s

Deep, no other vessel shall enter that section of the fairway located between No. 7 Lighted Buoy and No. 11

Lighted Buoy. 

3. When liquefied gas carriers more than 145m in length

(approximately 12,000 cubic meters capacity) are departing

from Braefoot Terminal in a loaded condition, the following

rules apply:

a. When such a tanker is departing via the W approach passage to Mortimer’s Deep, no other vessel shall

pass in the opposite direction, overtake and pass, or approach within 1 mile of the tanker while it is in any waters

located between a line joining Hound Point, on the S

shore, to Hopeward Point, on the N shore, and No. 3

Lighted Buoy.

b. When such a tanker is departing via the E approach

passage to Mortimer’s Deep, no other vessel shall pass in

the opposite direction, overtake and pass, or approach

within 1 mile of the tanker while it is in any waters located

between No. 11 Lighted Buoy and No. 3 Lighted Buoy.

c. Pleasure craft 12 meters and less in length are exempt from rules 3a and 3b above. Pleasure craft 22m and

less in length which are carrying paying passengers may,

subject to the express approval of the Duty Officer of the

Forth Navigation Service, be exempt from rules 3a and 3b

provided such craft have VHF equipment capable of

making contact with the Forth Navigation Service and provided they enter, depart, or navigate within Mortimer’s

Deep after obtaining prior clearance from the Forth Navigation Service.

4. When any tankers, either bound to or from Braefoot

Terminal, are navigating within the waters located between a

line joining Hound Point, on the S shore, to Hopeward Point,

on the N shore, and No. 3 Lighted Buoy, it may be necessary

to hold or slow down other vessels. In the event of inbound

traffic being delayed, the Forth Navigation Service may, at

its discretion, direct vessels to a holding area, located not

less than 1 mile N of No. 3 Lighted Buoy, until an outbound

tanker is past and clear. Pleasure craft 12m and less in length

are exempt from this rule.

1.1 For rules concerning Selected Vessels navigating in the

vicinity of Grangemouth, see paragraph 1.27.

1.1 Vessel Traffic Service.—The Forth Navigation Service, a

Vessel Traffic Service (VTS) scheme, is operated by the Forth

and Tay Navigation Service, Grangemouth.

1.1 All inbound vessels shall contact the Forth Navigation Service by e-mail or fax at least 24 hours in advance of their ETA

at the E limit of the service area (a line joining North Carr

Beacon and South Carr Beacon) or as soon as possible after

departure from the last port if less than 24 hours. Any adjustments to the ETA of 2 hours or more should be reported.

1.1 The Forth Navigation Service can be contacted, as follows: 

1.1 Vessels should contact the Forth Navigation Service on VHF

channel 71 on reaching the E limit of the Forth Port Authority,

stating ETA at the pilot boarding position or anchorage. Vessels should then obtain clearance to proceed towards the pilot

boarding position, designated anchorage area, or other destination as agreed with the Forth Navigation Service.

1.1 All vessels carrying dangerous or polluting cargo as classified in the International Maritime Dangerous Goods Code

shall provide the following information in the pre-arrival report

to the Forth Navigation Service:

1. Vessel name.

2. Summer dwt.

3. Country of registry.

4. Maximum draft.

5. Cargo type.

6. Last port of call.

7. Destination.

8. ETA at the E limit of the Forth Port Authority or anchorage

9. Any defects, including defects and capability of vessel and/or personnel which may affect the safe navigation or

maneuverability of the vessel.

10. Confirmation that both anchors will be cleared and

available for immediate use at all times when within the

Firth of Forth.

11. Confirmation that a Pilot Passage Plan has been prepared, discussed, and agreed on with the pilot upon boarding.

12. Security information as per the ISPS Code.

1.1 All vessels must maintain a continuous listening watch on

VHF channel 71.

1.1 All vessels of 50 grt or more must report to the Forth Navigation Service when passing the reporting points (listed

below), which may best be seen on the chart.

1. Forth Port Authority E limit (2°36'W.).

2. Fairway Lighted Buoy (56°03.5'N., 3°00.0'W.).

3. Due N or S of Inchkeith Light (56°02'N., 3°08'W.).

4. Oxcars Light (56°02'N., 3°17'W.).

5. No. 19 Lighted Buoy (56°01'N., 3°22'W.) (inbound

only).

ftns@forthports.co.uk

www.forthports.co.uk
6 Sector 1. Scotland—The Firth of Forth 

Pub. 192

6. Dhu Craig Buoy (56°01'N., 3°27'W.) (outbound only).

7. Crombie Pier (56°02'N., 3°32'W.).

8. Hen and Chickens Lighted Buoy (56°02'N., 3°38'W.).

1.1 All outbound vessels and vessels shifting berth should obtain

permission from the Forth Navigation Service 10 minutes

before departure. If vessels are unable to proceed within 15

minutes of the clearance time, clearance permission must be

obtained again.

1.1 Vessels leaving Rosyth should call the Forth Navigation Service 10 minutes before departure on VHF channel 71 and report when passing No. 5 Buoy and No. 6 Buoy in Rosyth

Channel. They should also report their ETA at the Forth Railway Bridge and their future intentions. 

1.1 The Forth Navigation Service maintains radar surveillance

throughout the area. Details of traffic, navigational warnings,

and local weather forecasts are available upon request.

1.1 Vessels of more than 50 grt, except those which normally

navigate solely within the port, intending to receive bunkers

must give notification in writing to and request permission

from the relevant Harbormaster or Forth Navigation Service

not less than 24 hours in advance. Such vessels must also

report by VHF to the relevant Harbormaster or Forth Navigtion Service immediately before bunkering is to commence and

upon completion.

1.1 See Regulations under individual ports and terminals for

additional reporting requirements.

1.1 Anchorage.—Upon arrival, a vessel shall apply to the harbormaster for an anchorage and shall not change such without

permission. No vessel shall anchor in the Forth for the purpose

of discharging or loading cargo, bunkering, or taking water

without permission of the harbormaster. Anchorages are

assigned by the Forth Navigation Service; designated anchorages are shown on the chart.

1.1 Except in the case of an emergency, no vessel shall anchor in

the designated fairway or any other area which has been designated as a prohibited anchorage.

1.1 Caution.—Numerous oil and gas production fields lie in the

approaches to the Firth of Forth (see paragraph 1.4).

Firth of Forth—Approaches

1.2 Fife Ness (56°17'N., 2°35'W.), the N entrance point

of the approach to the Firth of Forth, is formed by a dark cliff,

11m high, which rises from a foreshore of projecting ledges. A

prominent house stands close W of the point; it has extensive

outbuildings, a shrubbery, and a conspicuous square tower.

1.2 A light is shown from a white building, 5m high, standing on

the point. A prominent radio tower, 47m high, stands at a coast

guard station which is situated near the light.

1.2 When approaching from seaward, East Lomond, 421m high,

and West Lomond, 519m high, will appear first. These detached sugarloaf mountains both stand about 22 miles W of

Fife Ness. Also appearing first will be Largo Law, 288m high,

and Kellie Law, 180m high, which stand 12 and 6.7 miles,

respectively, WSW of Fife Ness. The summit of Largo Law

appears notched from most directions and a cairn stands on its

NE point. Largo Law and Kellie Law are connected by a ridge.

1.2 North Carr Rock, which dries 1.4m, is the outer edge of the

foul ground extending about 1 mile NNE from Fife Ness. The

beacon, which marks the NE extremity of North Carr Rock,

consists of a structure, 5m high, and resembles, at a distance, a

small vessel under sail.

1.2 Kilminning Craig, a prominent high and black rock, is

located about 0.8 mile SW of Fife Ness.

1.2 Gin Head (56°04'N., 2°39'W.) is the S entrance point of the

approach to the Firth of Forth. The coast in this vicinity is

composed of cliffs or steep slopes with rocky points. The

prominent ruins of Tantallon Castle stand on the edge of the

cliff, about 0.2 miles SE of the point.

1.2 North Berwick Law, an imposing hill in the form of a vast

pyramid, rises to a height of 185m close S of North Berwick,

about 2 miles WSW of Gin Head. This landmark, which is

covered to the summit with grass, is visible from a considerable distance in clear weather. Traprain Law, an isolated hill, is

213m high and stands 6 miles S of Gin Head. This hill resembles but is less defined than North Berwick Law, for which

it has been mistaken.

1.2 South Carr (Great Carr), a rocky ledge, extends nearly 0.5

mile offshore, 1 mile ESE of Gin Head. Its seaward extremity

is marked by a prominent beacon, 12m high.

1.3 Off-lying dangers.—Marr Bank (56°23'N.,

1°40'W.), lying centered about 30 miles ENE of the Isle of

May, has depths of 38 to 53m. On closer approach to the Firth

of Forth, Wee Bankie (56°12'N., 2°04'W.) lies about 16 miles E

of the Isle of May and has depths of 31 to 36m.

1.3 Isle of May (56°11'N., 2°33'W.), lying 5 miles SSE of Fife

Ness, occupies a commanding position in the approach to the

Firth of Forth. The coasts of this island are bold, except at its

NW end, where rocks extend about 100m offshore. The island

is formed of dark grey greenstone, with an elevated and uneven

grassy surface. Its W side consists of cliffs, 49 to 62m high,

which slope down irregularly to the E and terminate in a rocky

coast, indented by several deep fissures. Several of these fissures serve as boat harbors.

1.3 Altarstones, a boat harbor, is located on the NW side of the

island and used during E winds. Kirk Haven, another boat

harbor, is located on the SE side of the island and used during

W winds. The latter is the larger of the two, but it is obstructed

by a sunken rock lying near the entrance.

1.3 A light is shown from a prominent tower on a dwelling, 24m

high, standing near the center of the island.

1.3 Bass Rock (56°05'N., 2°39'W.), a pyramidal rock, is located

1.3 miles NNE of Gin Head and is 115m high. It is precipitous

on every side, but the surface of the rock shelves a little on the

SW side, where landing may be effected in moderate weather.

Isle of May Light
Sector 1. Scotland—The Firth of Forth 7

Pub. 192

The rock is very conspicuous and its cliffs have been colored

white by the deposit of sea birds. A light is shown from a

prominent tower with a dwelling, 20m high, standing on the S

side of the rock. This light is mostly obscured to the N.

1.3 Craigleith, a rocky islet 51m high, is located 0.8 mile off the

coast, 2.5 miles W of Bass Rock. Lamb Isle, a small islet 24m

high, is located about 1 mile WSW of Craigleith.

1.3 Fidra (56°04'N., 2°47'W.), a dark and rocky islet 31m high,

is located 0.5 mile off the coast, 1.2 miles W of Lamb Isle. It

has a flat-topped mass at the S end, which becomes detached at

HW, and the ruins of a chapel stand on it. During W winds,

small vessels can anchor, in depths of 11 to 13m, off the E side

of this islet. A light is shown from a prominent tower, 17m

high, standing on the N side of the islet.

1.3 A wreck, with a swept depth of 15.8m, lies about 3 miles W

of Fidra Light and is marked by a lighted buoy.

1.3 Eyebroughy, a small islet, is located 0.3 mile N of the coast,

1 mile WSW of Fidra. It is 6m high and connected by a reef to

the mainland.

1.4 Numerous production platforms, wells, and gas and

oil pipelines lie in the waters off the coast of Scotland and in

the approaches to the Firth of Forth. They may best be seen on

the charts. Extreme caution is advised when navigating in the

vicinity of such facilities. Some of the production platforms are

equipped with racons.

1.4 The principal oil and gas fields in the area are listed below:

1. Fife Oil Field (56°01'N., 3°11'E.), with storage tanker.

2. Angus Oil Field (56°10'N., 3°05'E.).

3. Hod Field (56°11'N., 3°28'E.).

4. Valhall Field (56°11'N., 3°24'E.).

5. Embla Field (56°20'N., 3°15'E.).

6. Eldfisk Field (56°23'N., 3°16'E.).

7. Edda Field (56°28'N., 3°06'E.).

8. Tommeliten Field (56°30'N., 2°56'E.).

9. Kefirs Field (56°33'N., 3°13'E.).

10. W Ekofisk Field (56°34'N., 3°05'E.).

11. Albuskjell Field (56°39'N., 2°56'E.).

12. Janice Field (56°24'N., 2°15'E.).

13. Clyde Field (56°27'N., 2°17'E.) with SPM.

14. Auk Field (56°24'N., 2°04'E.) with SPM.

15. Fulmar Field (56°29'N., 2°09'E.) with SPM.

16. Judy Field (56°42'N., 2°21'E.).

17. Curlew Field (56°44'N., 1°18'E.), with storage tanker.

18. Tor Field (56°39'N., 3°20'E.).

19. Ekofisk Field (56°32'N., 3°20'E.).

20. Gyda Field (56°54'N., 3°05'E.).

21. Ula Field (57°06'N., 2°51'E.). 

22. Cod Field (57°04'N., 2°26'E.).

23. Shearwater Field (57°02'N., 1°57'E.).

24. Franklin Field (56°58'N., 1°52'E.).

25. Elgin Field (57°00'N., 1°50'E.).

26. Banff Field (57°00'N., 1°18'E.), with storage tanker.

27. Erskine Field (57°02'N., 2°04'E.).

28. Pierce Field (57°10'N., 2°18'E.), with storage tanker.

29. Triton Field (57°05'N., 0°54'E.), with storage tanker.

1.4 For oil and gas fields in the Norwegian sector of the North

Sea N and NE of the above fields, see Pub. 182, Sailing Directions (Enroute) North and West Coasts of Norway.

1.4 For oil and gas fields in the North Sea NW of the above

fields, see Pub. 141, Sailing Directions (Enroute) Scotland.

1.4 For oil and gas fields in the North Sea E and SE of the above

fields, see paragraphs 3.1, 8.6, and 9.1.

1.4 Regulations.—A recommendation adopted by the IMO

states that laden tankers should avoid the area lying between

Bass Rock and the mainland coast to the S.

1.4 Directions.—The entrance route leads 7 miles SW from a

position S of Elie Ness (56°11'N., 2°49'W.) to the Fairway

Lighted Buoy (56°03'N., 3°00'W.).

1.4 Caution.—Areas within which seabed obstructions exist lie

in the approaches to the firth and may best be seen on the chart.

1.4 Numerous wrecks lie throughout the firth and the approaches

and may best be seen on the chart.

1.4 Disused ammunition dumping areas, the limits of which are

shown on the chart, lie about 2 miles E of the Isle of May.

1.4 A submarine gas pipeline, which may best be seen on the

chart, extends across the Firth of Forth from the E side of

Largo Bay (56°13'N., 2°55'W.), on the N shore, to the E side of

Gullane Bay (56°03'N., 2°50'W.), on the S shore. Anchoring is

prohibited within 1 mile of this pipeline.

1.4 Minesweeper vessels exercise in an area which is situated

about 5 miles E of the Isle of May (56°11'N., 2°33'W.).

1.4 Submarines exercise frequently in the Firth of Forth and the

approaches.

1.4 Several outfall pipelines extend seaward from the shores of

the firth and may best be seen on the chart.

Bass Rock from S

 Fidra Light
8 Sector 1. Scotland—The Firth of Forth 

Pub. 192

1.4 Several spoil ground and foul ground areas lie within the

firth and may best be seen on the chart. Extensive foul ground

areas lie centered between the Isle of May and the mainland to

the NW and 4 miles S of Methil (56°11'N., 3°00'W.).

1.4 An area in which experimental buoys may be moored lies

centered 2.5 miles NE of Bass Rock (56°05'N., 2°39'W.) and

may best be seen on the chart.

1.4 Several of the islands and islets within the firth and approaches are designated bird sanctuaries or nature reserves and

approaching or landing without permission is prohibited.

1.5 North Channel (56°03'N., 3°07'W.) is the main deepwater passage leading from seaward to the Forth Railway

Bridge. It is entered about 7.5 miles W of Fidra Light and

passes N of Inchkeith (56°02'N., 3°08'W.). 

Fairway Lighted Buoy (56°03.5'N., 3°00.0'W.), equipped

with a racon, is moored 4.8 miles ENE of Inchkeith and marks

the outer entrance of this channel.

Forth Deep Water Channel (56°03'N., 3°04'W.), the

recommended fairway for deep-draft vessels, leads in a W

direction through North Channel and may best be seen on the

chart. It extends from the Fairway Lighted Buoy to Hound

Point Oil Terminal, situated 1 mile E of the Forth Railway

Bridge. This fairway is marked by lighted buoys and has a least

depth of 18.8m.

1.5 After passing N of Inchkeith, the fairway leads S of Blae

Rock, midway between Inchcolm and Oxcars, and then N of

Drum Sand to the Forth Railway Bridge. Vessels may then pass

N or S of Inch Garvie as required.

1.5 Vessels with drafts of less than 10m proceeding to the Forth

Bridges may follow an alternative route, which lies close S of

the Forth Deep Water Channel and passes 0.6 mile N of

Inchkeith. When NW of Inchkeith, vessels using this alternate

route should adjust course to rejoin the main fairway before

reaching Lighted Buoy No. 10 (56°02'N., 3°13'W.).

1.6 Inchkeith (56°02'N., 3°08'W.) is located on the S side

of the North Channel. A ridge, up to 55m high, occupies the

center of the island and descends in regular slopes to the sea,

except at the S end, which terminates in a cliff. The E side of

the island is free of dangers except for a few rocks, awash,

which fringe the N extremity. Foul ground and dangerous rocks

front the W side of the island and extend up to about 0.4 mile

seaward. Pallas Rock, with a depth of 2.8m, lies about 0.8 mile

W of the S end of Inchkeith and is marked by a lighted buoy.

Dangerous rocks and reefs extend up to about 0.8 mile S of the

S end of the island. A conspicuous stranded wreck lies on the S

end of Herwit, a drying shoal located about 0.8 mile SE of the

S extremity of the island.

1.6 A shallow boat harbor, formed by piers, is situated on the W

side of the island. Landing on the island is prohibited without

prior permission.

1.6 A light is shown from a prominent tower, 19m high, standing

on the N part of the island.

1.6 Middle Bank, with depths of 3.5 to 7m, extends W from

Inchkeith and forms a bar between North Channel and South

Channel. Gunnet Ledge, with a least depth of 1.9m, lies on this

bank, about 1.5 miles WSW of Inchkeith Light, and is marked

by lighted buoys.

1.6 Blae Rock (56°03'N., 3°11'W.), over which the sea breaks

heavily during E gales, is located 1.9 miles NW of Inchkeith

Light and 1 mile SSW of Kinghorn Ness. The W side of this

rocky shoal is steep-to with a deep scour. The S end of this

shoal is marked by No. 7 Lighted Buoy, which is equipped

with a racon. 

1.6 Rost Bank is located 1.2 miles E of Blae Rock and close S of

the Forth Deep Water Channel. It is subject to tide rips during

spring tides or strong winds.

Oxcars (56°01'N., 3°17'W.), a rocky islet, is located on the S

side of the Forth Deep Water Channel, 3 miles ENE of Hound

Point Terminal. It lies near the W end of Oxcars Bank, which

extends about 2.7 miles E. A light is shown from a prominent

tower, 22m high, standing on this islet. A tide gauge, showing

the clearance under the spans of the Forth Railway Bridge, is

painted on the light tower.

1.6 Cow and Calves, an islet 4m high, is located on a rocky

ledge on the N edge of Drum Flat, about 0.5 mile SSE of Oxcars.

1.6 Inch Mickery, a small island 15m high, is located 0.8 mile

SSE of Oxcars. A boat pier is situated at the W side of the

island.

1.6 Drum Flat and Drum Sand, with depths of less than 5.5m,

extend E and W of Inch Mickery and form the S limit of the

North Channel.

1.7 Inchcolm (56°02'N., 3°18'W.), a rocky island, is located 0.8 mile NW of Oxcars Light. It lies on the SW end of a

shoal flat which separates North Channel from Mortimer’s

Deep. The ruins of an abbey, which include a conspicuous

tower with a spire, stand near the center of this island.

1.7 A light is shown from a framework tower, 10m high, standing at the SE end of the island. Additional lights are shown

Oxcars Light

Inchcolm
Sector 1. Scotland—The Firth of Forth 9

Pub. 192

from the N side of the island to aid navigation within Mortimer’s Deep.

1.7 Car Craig, a conspicuous rocky islet 9m high, lies on the S

edge of the shoal flat, about 0.5 mile NE of Inchcolm. Meadulse Rocks are located near the N side of the shoal flat, about

0.5 mile W of Car Craig. This group of rocks dries and is

marked by a beacon at the W end.

1.7 Haystack, a bare rock 5m high, stands about 0.5 mile W of

the W extremity of Inchcolm, at the W end of Mortimer’s

Deep.

1.7 Inch Garvie (56°00'N., 3°23'W.), a rocky islet 12m high, is

located close off the E side of the center of the Forth Railway

Bridge, at what may be considered the mouth of the River

Forth. The center cluster of piers, which supports the Forth

Railway Bridge, stands on the NW end of this islet. A lighted

beacon is shown from the NW end and a tide gauge, showing

the clearance under the span of the bridge, is situated close SE

of it.

1.7 Anchorage.—A small vessel anchorage area, the limits of

which are shown on the chart, is centered 0.8 mile ESE of

Inchkeith Light and has depths of 8 to 10m. Vessels must make

a special request to the Forth Navigation Service prior to using

this anchorage.

1.8 South Channel (56°01'N., 3°05'W.) leads in a SW

direction from Fairway Lighted Buoy and passes S of Inchkeith (56°02'N., 3°08'W.). The section of this channel lying

centered about 1 mile SSE of Inchkeith has depths of 17 to

34m and is known as Narrow Deep. South Channel Approach

Lighted Buoy is moored about 3.3 miles E of Inchkeith.

Leith Channel (56°02'N., 3°04'W.), which may best be seen

on the chart, is the fairway leading to the roadsteads of Leith

and Granton. It is also known as the Alternate Channel. This

fairway leads SW and W from the vicinity of Fairway Lighted

Buoy and passes through South Channel and Narrow Deep.

The E part of Leith Channel has depths of 10 to 13m and

Narrow Deep has depths of 17 to 34m. The depths in the

fairway then decrease towards the W where, in the roadstead,

there are depths of 5.5 to 11m.

1.8 North Craig, a rocky shoal, lies on the S side of the fairway,

about 2.5 miles ESE of Inchkeith Light. It has a least depth of

3.2m and is marked by a lighted buoy. Craig Waugh, a

detached shoal, lies about 2.7 miles SE of Inchkeith Light. It

dries and is marked by a lighted buoy.

1.8 Several shoal patches, with depths of less than 5m, lies close

to the sides of the channel, near the W end of Narrow Deep.

The dangers lying on the N side of the channel include those

extending S from the S end of Inchkeith, which have previously been described. 

1.8 Caution.—Several foul ground and spoil ground areas,

which may best be seen on the chart, lie in the vicinity of North

Channel and South Channel.

1.8 Several submarine cables, some disused, lie in the vicinity of

North Channel and South Channel and may best be seen on the

chart.

Firth of Forth—South Shore

1.9 North Berwick (56°04'N., 2°43'W.), a small harbor,

is located about 2 miles W of Gin Head. It is used by fishing

and pleasure craft. A large hotel and two churches, with

belfries, stand in the town and are all prominent. A large house,

with a square tower at its W end, is situated on a hill behind the

town and is conspicuous from the E and N.

1.9 The harbor entrance, which faces SW, is 8m wide and can be

closed by booms in bad weather. The harbor dries at LW, but at

HW there are depths of 5m at springs and 4m at neaps; local

knowledge is required.

1.9 Gullane Point (56°02'N., 2°52'W.), formed by a hill of moderate elevation, is located 5 miles SW of North Berwick. It is

black and rocky on the N side. Gullane House, standing 0.7

mile E of the point, is conspicuous.

1.9 Hopetoun Monument (55°59'N., 2°48'W.), standing about

4 miles SE of Gullane Point, is very conspicuous from seaward.

1.9 Aberlady Bay (56°01'N., 2°53'W.) is entered between

Gullane Point and Craigielaw Point, 1.8 miles SSW. It consists

mostly of drying sands on which several stranded wrecks are

situated. Several dangerous wrecks lie W of this bay and may

best be seen on the chart.

1.9 Gosford Bay (56°00'N., 2°54'W.) lies between Craigielaw

Point and Ferny Ness, 1.5 miles S. It is obstructed by drying

sands. Gosford House, with a cupola, stands near the coast,

about 1 mile SSE of Craigielaw Point. It is situated in a clearing among the trees and is conspicuous from the N and W.

1.9 Seton Sands extend 2 miles WSW from Ferny Ness, the S

entrance point of Gosford Bay, and end at Port Seton, a small

fishing boat harbor, located close E of Cockenzie.

1.9 Anchorage.—Ten designated anchorage berths, allocated by

the Forth Ports Authority for large vessels, lie centered about

3.5 miles W of Aberlady Bay and are indicated on the chart.

1.10 Cockenzie (55°58'N., 2°58'W.) a small harbor, is

located about 5 miles SW of Gullane Point. It is used by fishing

vessels and pleasure craft. Two conspicuous chimneys stand in

the vicinity of a power station, close W of the harbor. The

entrance, which is 24m wide, faces N. The harbor has a depth

of 5m at HWS and can accommodate vessels up to 18m in

length and 2m draft.

1.10 Corsik Rock, which dries, lies close offshore, about 0.2 mile

NE of the harbor entrance.

1.10 A small jetty, associated with the power station, is situated

close W of the harbor and has a depth of 6m alongside at HWS.

1.10 Musselburgh (55°57'N., 3°03'W.), located 3.5 miles SW of

Cockenzie, stands on low ground at the mouth of the River

Esk. The town can be identified by its numerous factory chimInch Garvie (under the Forth Railway Bridge)
10 Sector 1. Scotland—The Firth of Forth 

Pub. 192

neys. A conspicuous church, with a tall spire, is situated on the

summit of a low hill which stands close S of the town. Fisherrow, a shallow and drying yacht harbor, is situated close W of

the town.

1.10 The coast between Fisherrow Harbor and Leith, 4.5 miles

NW, is low. It is fringed by a drying sandbank for about 3 miles

and then, for 1.5 miles, by rocky ledges and patches, some of

which dry, extending up to 0.8 mile from the coast.

1.10 Two conspicuous chimneys stand at the NW end of Portobello, about 3.2 miles WNW of Musselburgh.

1.10 Anchorage.—Small vessels may anchor, in a depth of 7m,

in the roadstead, close N of the Cockenzie harbor entrance.

1.10 An anchorage area, designated for small vessels, lies centered 1.8 miles N of Musselburgh. It has depths of 6 to 8m and

may best be seen on the chart

1.10 Caution.—An outfall pipeline extends NNE for 1.5 miles

from a point on the coast located about 3.5 miles WNW of

Musselburgh. Diffuser heads, situated at the seaward end of

this pipeline, are marked by buoys.

Leith (55°59'N., 3°11'W.)

World Port Index No. 31930

1.11 Leith, the commercial port for the city of Edinburgh,

stands at the mouth of a small stream which empties into the

harbor. It is also a supply base for the North Sea oil and gas

fields. The non-tidal harbor is enclosed by two large breakwaters. It consists of several basins and is entered through a

lock.

1.11 Tides—Currents.—Tides rise about 5.6m at springs and

4.4m at neaps.

1.11 Depths—Limitations.—The harbor is approached from the

roadstead through an entrance channel, 122m wide, which

leads SSE and is dredged to a depth of 6.7m.

1.11 The entrance lock is 259m long and 31.6m wide between

fenders. There are depths over the sill of 12.3m at MHWS and

6.7m at MLWS. An area, dredged to a depth of 10.3m, extends

from the entrance lock into Western Harbor. Land reclamation

is in progress (2008) on the NW section of the Western

Harbour. Information on changes of depth in the harbor and the

adjacent docks can be obtain via Forth Port website (see

se.1.1). 

1.11 Imperial Dock has 1,396m of quayage and a depth of 9.5m.

It can handle vessels up to 9.2m draft.

1.11 Albert Dock has 844m of quayage and a depth of 8m. It is

entered through a passage, 18.2m wide, and can handle vessels

up to 7.6m draft.

1.11 Edinburgh Dock, accessible through Albert Dock, has

1,120m of quayage and a depth of 8m. It is entered through a

passage, 18.2m wide, and can handle vessels up to 7.6m draft.

1.11 Victoria Dock has 570m of quayage. It is entered through a

passage, 18.2m wide, and can handle vessels up to 7.4m draft.

1.11 Outer Harbour has about 450m of quayage and depths of 8 to

9.5m alongside. It can handle vessels up to 9.2m draft.

1.11 Western Harbour, entered directly from the lock, has 970m

of quayage and depths of 9.5 to 11.3m alongside. It can handle

vessels up to 9.8m draft.

1.11 There are facilities for general cargo, bulk, container, ro-ro,

ferry, passenger, tanker, and oil and gas field support vessels.

Vessels of up to 240m in length, 30m beam, and 9.8m draft can

be accommodated.

1.11 Repairs can be carried out at two dry docks. The largest can

handle vessels up to 160m in length, 21m beam, and 7.3m

draft.

1.11 Aspect.—Leith is marked by numerous factories and flour

mills. The grain elevators situated at the W side of the harbor

and the tower standing on the E breakwater are conspicuous.

Several high apartment buildings stand S of Western Harbour

and are prominent. 

1.11 The city of Edinburgh extends beyond Leith. Edinburgh

Castle and Nelson’s Monument stand 2.5 miles SSW and 2.1

miles S, respectively, of the harbor entrance; both are very conspicuous. Salisbury Craig and Arthur’s Seat, 248m high, stand

about 2 miles S of Leith and are prominent.

1.11 The roadstead, N of the port, is approached via Leith Channel and Narrow Deep. An approach lighted buoy is moored in

the roadstead, about 0.6 mile NNW of the harbor entrance, and

marks the N end of the dredged entrance channel.

1.11 Newhaven, a small fishing and pleasure boat harbor, is

located at the W side of the root of the W breakwater.

1.11 Pilotage.—Pilotage is compulsory as per the Forth Ports

Authority areas (see paragraph 1.1). The pilot station is situated at the root of the E breakwater and can be contacted by

VHF. Pilots are available for entering Leith or Granton. For

further details, see Pilotage for the Firth of Forth.

1.11 Regulations.—For details of the Forth Navigation Service

(VTS) system, see Regulations for the Firth of Forth (paragraph 1.1).

Leith

Edinburgh Castle
Sector 1. Scotland—The Firth of Forth 11

Pub. 192

1.11 General rules for navigation within the Firth of Forth are

given under Regulations in paragraph 1.1.

1.11 All vessels bound for Leith should contact the port by VHF

prior to arriving in the roadstead.

1.11 Signals.—Traffic signal lights, controlling entry and departure, are shown from both sides of the seaward and inner ends

of the lock walls, as follows:

1. A red light indicates that the port is closed.

2. A green light indicates that a vessel may proceed into

the lock.

3. Two green lights, displayed vertically, indicates on

which side of the lock the vessel will be mooring.

1.11 Time signals are operated each day except Sunday, as

follows:

1. A ball is lowered from a mast on Nelson’s Monument

at 1200 GMT.

2. A gun is fired from Edinburgh Castle at 1300 local

time.

1.11 Anchorage.—Three anchorage areas, designated for large

vessels, are situated about 1 mile NNE of the harbor entrance

and have depths of 7 to 11m. An anchorage area, designated

for small vessels, is situated about 1 mile N of the entrance to

Granton Harbour and has depths of 7 to 10m. The limits of

these areas may best be seen on the chart.

1.11 Caution.—An obstruction lies about 1 mile NE of the

harbor entrance, close S of the easternmost anchorage area.

1.11 During the flood tidal current, an eddy sometimes forms in

the vicinity of the breakwater heads.

1.12 Granton (55°59'N., 3°13'W.) is located about 1.5

miles W of Leith. The harbor is protected by breakwaters and

consists of two basins, which are separated by a pier. A

conspicuous gasholder tank, 100m high, stands near the shore,

0.8 mile W of the harbor.

1.12 The headquarters of the Forth Pilotage Authority is situated

on the pier and can be contacted by VHF.

1.12 The harbor entrance, which is 104m wide, is approached

through Leith Channel, Narrow Deep, and Leith Roads. The

pier provides about 340m of quayage with a depth of 3.2m

alongside. The E basin, which dries in places, is mostly used

by yachts. 

1.12 Granton Point (55°59'N., 3°15'W.) is located about 1 mile

W of Granton Harbour. The coast between is bordered by rocks

and ledges, some of which dry.

1.12 Hound Point is located 3.5 miles WNW of Granton Point

and the coast between is fronted by Drum Sands and Drum

Flat, which extend N to the S side of the fairway.

1.12 Cramond Island, located 1.5 miles WNW of Granton Point,

is connected to the shore by a low water causeway, which

extends SSW from the island.

1.12 Mons Hill, 116m high, stands 0.6 mile SSW of Hound Point

and is prominent.

1.12 Caution.—An outfall pipeline extends about 0.8 mile NE

from Granton Point and its seaward end is marked by a buoy.

1.13 Hound Point Marine Terminal (56°00'N., 3°22'W.)

(World Port Index No. 31972) is situated about 0.4 mile

offshore, NW of Hound Point. The terminal consists of two

berths, each with a concrete island structure flanked by dolphins connected by catwalks. A central island structure links

the two berths. Several submarine pipelines extend between the

terminal and the shore. A number of mooring buoy are situated

close SW of the W berth and are for the use of tugs.

1.13 Tides—Currents.—Tides rise about 5.6m at springs and

4.4m at neaps.

1.13 Depths—Limitations.—The terminal berths, which are situated adjacent to the S side of the recommended fairway

maintains a minimum depth of 24m alongsid where vessels up

to 300,000 dwt can be accommodated. Vessels with drafts up to

21.64m can be handled at springs and vessels with drafts up to

20.72m can be handled at neaps. At the outer end of the Forth

Deep Water Channel there is a charted depth of 19.4m in the

vicinity of No.1 Lighted Buoy. Departing deep-draft tankers

should leave the berth no later than 2 hours before HW Leith. 

1.13 Pilotage.—Pilotage is compulsory. The terminal can be

contacted by VHF. For further details, see Pilotage for the Firth

of Forth (paragraph 1.1).

1.13 Regulations.—For details of the Forth Navigation Service

(VTS) system, see Regulations for the Firth of Forth (paragraph 1.1) and the website. 

1.13 General rules for navigation within the Firth of Forth and

special rules applying to tankers bound for Hound Point Terminal are given under Regulations in paragraph 1.1.

1.13 Vessels must reduce speed if necessary and must not

approach within 100m of tankers berthed at the terminal.

1.13 Anchoring is prohibited in the vicinity of the terminal.

1.13 Berthing is generally prohibited when the wind on or off the

berth exceeds 20 knots, when the wind in any direction exceeds

30 knots, or when the visibility is less than 1 mile.

1.13 No unauthorized person is permitted to approach within

100m of the terminal.

The Forth Bridges

1.14 The Forth Railway Bridge (56°00'N., 3°23'W.) is

situated at the entrance of the River Forth and consists of three

cantilevers which cross the navigable channels N and S of Inch

Garvie. The center pier stands on Inch Garvie, thereby forming

two navigation spans, each 521m long. The total height of the

vertical columns is 112.7m; in the center of the navigable channels, for a width of 146m, there is a vertical clearance of 42m

at MHWS under the maintenance platforms. These platforms

can be removed to add an additional vertical clearance of

1.58m. 

1.14 The Forth Road Bridge (56°00'N., 3°24'W.), situated 0.5

mile W of the Forth Railway Bridge, consists of three spans.

The center span, which crosses the navigable channel, lies beHound Point Marine Terminal
12 Sector 1. Scotland—The Firth of Forth 

Pub. 192

tween the two main support towers, which are154.5m high and

over 1,000m apart. It has a vertical clearance under the maintenance platforms at MHWS of 40m (41m below the central

white light), These platforms can be removed to add an additional vertical clearance of 2.45m. 

1.14 Directions.—Recommended routes, both eastbound and

westbound, are indicated on the chart and lead under the N

navigation span of the Forth Railway Bridge. If required,

vessels may also pass S of Inch Garvie and under the S span.

See Regulations in paragraph 1.1.

1.14 Caution.—Radar interference has been reported by vessels

in the vicinity of the bridges. Vessels departing Port Edgar and

Rosyth are unlikely to be detected on radar by vessels in the

river. It was observed that vessels with antenna heights

between 12m and 24m had no difficulty.

1.14 Vessels passing under the Forth Railway Bridge have observed magnetic anomalies, with compass deflections of up to

11°.

1.14 Queensferry (55°59.5'N., 3°23.0'W.), located on the S shore

between the bridges, has a small harbor which dries. It is used

by yachts. A clock tower and a chimney stand in the town and

are conspicuous. Small craft moorings lie offshore in this vicinity.

1.14 Long Craig Pier, situated about 0.4 mile E of the Forth Railway Bridge, extends 305m N from the S shore of the firth and

dries alongside.

1.14 North Queensferry (56°01'N., 3°24'W.), located on the N

shore between the bridges, has a small harbor which dries. It is

used by yachts and small craft.

Firth of Forth—North Shore

1.15 Battery Point (56°00'N., 3°23'W.) on the N shore, is

located at the N end of the Forth Railway Bridge. A naval

signal station, from which is shown the main traffic warning

light, is situated close E of the bridge. See Regulations for the

Dockyard Port of Rosyth and the Protected Channel in paragraph 1.1.

West Ness, the S entrance point of Inverkeithing, is located 1

mile N of Battery Point and the coast between is precipitous.

1.15 Inverkeithing (56°02'N., 3°24'W.) a harbor formed by a

natural basin, is located on the W side of Inverkeithing Bay,

which has depths of less than 4m. The entrance, which is 120m

wide, is approached through a dredged channel. The harbor has

two berths which are used to export scap and stone. The

approach channel, indicated by a directional light, leads in a W

direction. It has a least depth of 1m, near the entrance, and is

subject to silting. Vessels up to 80m in length can be handled. 

1.15 A quarry terminal, consisting of a T-head jetty, extends S

from the shore, close E of the entrance to Inverkeithing, but is

reported to be no longer in use.

1.15 St. David (56°02'N., 3°22'W.) located on the N side of

Inverkeithing Bay, is a small harbor with a bottom of soft mud,

used for shipbreaking. The entrance, formed by two piers, is

62m wide and faces W. A pier, situated at the S side of the

harbor, has a depth of 5.5m alongside at HW. It was reported

that the harbor is in a poor state of preservation.

1.15 Downing Point, on which stands a beacon, is located about 0.5

mile E of St. David and the coast between is fronted with rocky

ledges. 

1.15 Dog Rock, surrounded by shallow wrecks, lies about 0.4 mile

SW of Downing Point. A mooring buoy, for use by naval vessels

only, is situated about 0.3 mile SSE of this rock.

1.16 Braefoot Point (56°02'N., 3°19'W.) is located 1 mile

NE of Downing Point and Dalgety Bay indents the shore

between them. This bay is fronted by a muddy ledge and rocky

patches, which dry.

1.16 Haystack, a bare rock 5m high, lies on a shoal about 0.3 mile

S of Braefoot Point.

1.16 Hawkcraig Point (56°03'N., 3°17'W.), located 1.5 miles NE

of Braefoot Point, is a cliffy headland which terminates in a

sharp and well-defined point. A large white metal building,

conspicuous from the E, stands close behind the point. Aberdour, a small and shallow harbor, is located 0.5 mile W of the

point. The coast between this harbor and Braefoot Point is bold

and wooded.

1.16 Mortimer’s Deep (56°02'N., 3°18'W.), a narrow channel,

extends between Inchcolm and Meadulse Rocks, on the SE

side, and the dangers lying off the N side of the firth, on the

NW side. Tidal currents within this channel can attain rates of

1 to 2 knots. Several detached rocks, which dry, lie along the N

side of the channel. Braefoot Bay Marine Terminal, a gas

tanker terminal, is situated on the N side of this channel (see

paragraph 1.17).

1.16 Caution.—Two disused submarine cables lie across the W

part of Mortimer’s Deep and may best be seen on the chart.

1.16 Several foul ground areas lie within Mortimer’s Deep and

may best be seen on the chart.

1.16 An outfall pipeline extends 0.6 mile SSE from a point on the

shore located 0.3 mile N of Hawkcraig Point.

1.17 Braefoot Bay Marine Terminal (56°02'N., 3°19'W.)

(World Port Index No. 31945), a gas tanker terminal, is situated

on the N side of Mortimer’s Deep, about 0.3 mile E of Braefoot

Point. It consists of two jetties flanked by dolphins. The W

The Forth Bridges from NW

The Forth Bridges from NE
Sector 1. Scotland—The Firth of Forth 13

Pub. 192

jetty exports propane, butane, and natural gasoline; the E jetty

exports ethylene.

1.17 Depths—Limitations.—The Braefoot Marine Terminal is

approached from Forth Deep Water Channel via Mortimer’s

Deep, the channel between Inchcolm and the N side of the

Firth. The terminal may be approached from either end of the

deep. Controlling depth from the E approach is 10m on the

leading line. In the SW approach, between Haystack and the

W end of Inchcolm is narrow that has a controlling depth of

14.7m.

1.17 The Shell Jetty can accommodate tankers up to 60, 000 cubic

meters capicity, 220m LOA, and a draft of 13m. The Exxon

jetty is used by tankers of up to 20, 000 dwt 165m LOA and a

draft upto 9.5m. 

1.17 Aspect.—The approach fairway leading through Mortimer’s

Deep is marked by lighted buoys. Ranges, which may best seen

on the chart, indicate both E and W approaches to the terminal.

1.17 Pilotage.—Pilotage is compulsory. The terminal (Braefoot

Control) can be contacted by VHF from 2 hours before a vessel

is expected. For additional details, see Pilotage for the Firth of

Forth (paragraph 1.1).

1.17 Regulations.—For details of the Forth Navigation Service

(VTS) system, see Regulations for the Firth of Forth (paragraph 1.1). 

1.17 Vessels should send an ETA to the terminal at least 72 hours

in advance, reporting any change greater than 12 hours. Vessels

should also send a confirmation of their ETA to the terminal 24

hours in advance, reporting any change greater than 4 hours.

1.17 Prior to arrival, vessels should provide the terminal with the

following information:

1. Details of any defects affecting cargo operations or

maneuverability.

2. Last port of call.

3. Last three cargoes.

4. Arrival draft.

5. Sailing draft.

6. Technical details as required by operator.

1.17 General rules for navigation within the Firth of Forth and

special rules applying to tankers bound for Braefoot Bay

Marine Terminal are given under Regulations in paragraph 1.1.

1.17 The following additional rules concern all tankers using the

terminal:

1. No vessel is allowed to enter Mortimer’s Deep without obtaining permission from the Forth Navigation Service

unless destined for Braefoot Bay Marine Terminal. This rule

does not apply to pleasure craft 12m or less in length. Such

craft must reduce speed to a minimum and not approach

within 100m of vessels berthed at the terminal.

2. Every tanker bound for the terminal shall conduct its

approach so as not to arrive prior to the agreed berthing time.

3. Berthing and unberthing is not permitted when visibility at the jetties is less than 0.5 mile.

4. Tankers of 145m or move in length should approach

the W jetty through the W approach passage, between Haystack and Inchcolm, on a flood tide or at slack water, and

moor heading NE.

5. Tankers of less than 145m in length may approach the

E jetty through the E approach fairway and moor, on the ebb

tide or at slack water, heading SW. Such vessels will be

required to swing, using tugs, on departure.

6. Tankers departing the terminal may be directed to

transit the E or W approach routes.

7. No vessel shall enter Mortimer’s Deep, or the channels leading to it, when the terminal is occupied or when a

tanker is maneuvering in the area, except that a second tanker may enter and berth when a first tanker has been securely

berthed at the terminal.

8. Radio transmissions and the operation of radar are

prohibited in the vicinity of the terminal. Vessels may test

their normal equipment provided that no source of ignition is

present and permission from the local authorities has been

obtained.

1.17 Signals.—An amber flashing light is shown from the main

terminal jetty 2 hours prior to and during a tanker movement to

warn other vessels

1.18 Burntisland (56°03'N., 3°14'W.) stands prominently

on a low peninsula located 1.5 miles E of Hawkcraig Point.

The harbor, which handles baux-ite for a nearby aluminum

works, consists of two wet docks leading off an outer tidal

basin.

1.18 Tides—Currents.—Tides rise about 5.6m at springs and

4.5m at neaps.

1.18 Depths—Limitations.—The outer tidal basin entrance,

formed by two piers, is 76m wide and has a controlling depth

of 2.2m. Vessels cannot enter the basin at LWS.

1.18 The West Dock is entered via a passage from the NW corner

of the outer basin. It has a depth of 6.4m over the gate sill at

HWS. This dock is not used for commercial shipping; however, a fitting out and fabrication berth, which can handle vessels up to 167m in length and 23m beam, is situated on the W

side.

1.18 East Dock is entered through a set of storm gates at the E

side of the outer basin. The entrance is 18.29m wide and has a

depths of 8.6m over the gate sills at HWS and 7.5m at HWN.

Vessels up to 8,000 dwt, 122m in length, 16.8m beam, and

6.7m draft can be accommodated.

Braefoot Bay Marine Terminal

Burntisland
14 Sector 1. Scotland—The Firth of Forth 

Pub. 192

1.18 Aspect.—The Binn, a precipitous hill, rises about 0.8 mile N

of the harbor and is 190m high. A conspicuous radio mast

stands on this hill about 1 mile N of the harbor entrance.

Another conspicuous radio mast, 130m high, stands about 0.7

mile NW of the harbor entrance.

1.18 A large shed, 32m high, is situated close W of West Dock

and is conspicuous from seaward. A prominent radar tower

stands close S of the entrance to East Dock.

1.18 Pilotage.—Pilotage is compulsory. Pilots may be contacted

by VHF and embark within 1.5 miles of the harbor entrance.

For additional details, see Pilotage for the Firth of Forth (paragraph 1.1).

1.18 Regulations.—For details of the Forth Navigation Service

(VTS) system, see Regulations for the Firth of Forth (paragraph 1.1).

1.18 General rules for navigation within the Firth of Forth are

given under Regulations in paragraph 1.1.

1.18 Anchorage.—Three designated anchorage, numbered B1,

B2, and B3 are allocated by (VTS) with depths of 13 to 28m,

mud, lying between the harbor and the main fairway. These

berths are mainly used by vessels of all sizes, which discharge

bauxite into barges. 

1.18 Caution.—A submarine cable lies in the outer tidal basin.

1.18 A wreck, swept to a depth of 12.6m, lies about 0.9 mile SSE

of the harbor entrance.

1.18 A degaussing range area, the limits of which are shown on

the chart, extends up to about 1.3 miles S from the shore, 0.5

mile W of the harbor entrance.

1.18 An outfall pipeline, with a diffuser at the seaward end, extends about 0.8 mile S from a point on the shore located 0.4

mile NW of the harbor entrance and may best be seen on the

chart.

1.19 Kinghorn Ness (56°04'N., 3°10'W.), fronted by drying rocks, is located 2 miles E of Burntisland. The bay lying

between is fronted by a widespread sand flat and patches of

rocks which dry.

1.19 Three conspicuous blocks of buildings stand near the shore

about 2.3 miles NNE of Kinghorn Ness. The coast between is

fronted by rocky patches.

Kirkcaldy (56°07'N., 3°09'W.) a small harbor, is located 3.2

miles NNE of Kinghorn Ness. The town, with its suburbs,

extends along the shores of Kirkcalby Bay. The harbor, which

is used only by local fishing boats, consists of a tidal basin and

has an entrance, 46m wide. Depths in the harbor are no longer

maintained and the former wet dock is to be filled in.

Dysart (56°08'N., 3°07'W.) a small town, is situated 1.5 miles

NE of Kirkcaldy. It stands on the crest of a slope backing the shore

and is fronted by a small yacht harbor. The coast between is

fringed by shoals which extend up to about 0.5 mile seaward. A

church, with a prominent spire, and some factories are situated in

the NE part of the town.

Wemyss Castle stands amongst the woods, 1.5 miles NE of

Dysart, and is conspicuous. East Wemyss, with a prominent

factory building and a chimney at its SW end, is situated 2.5

miles NE of Dysart. The ruins of a castle, which resemble two

towers standing slightly apart, are situated on the crown of a

slope about 0.3 mile NE of East Wemyss.

Buckhaven, a village with a silted up harbor, is situated on a

slope about 4 miles NE of Dysart. 

1.19 Anchorage.—Kirkcaldy Bay is free from dangers, but the

bottom consists of rock covered with sand and the holding

ground is not good. A recommended anchorage berth within

the roadstead lies, in a depth of 10m, about 0.7 mile ESE of the

outer pier head. Vessels should not anchor here in the winter

during onshore winds.

1.19 An anchorage area, designated for small vessels, lies centered about 1 mile SE of the harbor and may best be seen on

the chart.

1.19 Nine designated anchorage berths, for large vessels, are situated off Kirkcaldy Bay and may best be seen on the chart.

These anchorage berths are not to be used by tankers bound for

Hound Point Terminal.

1.19 Caution.—A wreck, with a swept depth of 8.9m, lies about

1 mile E of Dysart and is marked by a lighted buoy.

1.19 An outfall pipeline, with a diffuser at the seaward end, extends about 0.6 mile SE from the shore at Buckhaven and is

marked by a lighted buoy.

1.20 Methil (56°11'N., 3°00'W.) (World Port Index No.

32070), a small port with a large steel foundry, stands on the W

side of Largo Bay. It consists of two wet docks and an open

wharf. Structures for the North Sea oil fields are fabricated

here and wood products are handled. 

1.20 Tides—Currents.—Tides rise about 5.5m at springs and

4.4m at neaps.

1.20 Aspect.—A prominent chimney, 91m high, stands at a

power station, 0.7 mile NE of the harbor entrance. Two conspicuous blocks of buildings are situated about 0. 4 mile W of

the harbor entrance.

Several conspicuous cranes, 133m high, stand in the vicinity

of a fabrication yard about 0.5 mile SW of the harbor entrance.

1.20 Depths—Limitations.—The harbor is protected to the E by

an outer pier and approached through a short channel, 15m

wide, with a dredged depth of 2.3m. Wet Dock No. 2 is entered

through a gate, 15m wide, which is normally operated for a

period of 3 hours prior to HW. The gate has a depth over the

sill of 7.9m at HWS. This dock provides 350m of berthage

with a maintained depth of 6m.

1.20 Wet Dock No. 1, with about 500m of berthage, is entered

from the N end of Wet Dock No. 2 through a passage, 15m

wide. A disused wet dock and its entrance channel are situated

close E of these docks.

1.20 Vessels up to 102m in length, 14.6m beam, and a 5.5m draft

can be accommodated in the wet docks.

1.20 An open wharf, 190m in length, is situated adjacent to a rig

fabrication area, about 0.3 mile WSW of the outer pier head. It

partly dries alongside and has several mooring buoys situated

in the vicinity. Two small wet docks are close S of this wharf.

1.20 Pilotage.—Pilotage is compulsory as per the Forth Ports

Authority areas (see paragraph 1.1).

1.20 Regulations.—For details of the Forth Navigation Service

(VTS) system, see Regulations for the Firth of Forth (paragraph 1.1).

1.20 General rules for navigation within the Firth of Forth are

given under Regulations in paragraph 1.1.

1.20 Signals.—The following traffic signals are displayed from a

mast at the E side of the entrance to Wet Dock No. 2 from 3

hours before HW until both dock gates are closed:
Sector 1. Scotland—The Firth of Forth 15

Pub. 192

1. A red light indicates that the docks are closed and vessels should remain in the roads until another signal is shown.

2. A red light over a green light indicates that it is

dangerous to enter and vessels should bring up in the roads.

3. A red light over a white light indicates that vessels

may enter Wet Dock No. 2.

1.20 Anchorage.—An anchorage area, designated for small

vessels, lies centered 0.8 mile SE of the harbor entrance.

1.20 Five anchorage berths, with depths of 12 to 33m, lie in an

area centered about 2.5 miles SE of the harbor entrance. These

anchorage berths are designated for rigs or large vessels and

may best be seen on the chart.

1.21 Largo Bay (56°12'N., 2°56'W.) lies between Methil

and Kingcraig Point, 5 miles ENE. Craig Heugh, a ridge 64m

high, rises from Kingcraig Point and is prominent, even at

night. A conspicuous radio tower, 88m high, stands on this

ridge.

Largo (56°13'N., 2°56'W.), with a small and shallow harbor,

is located at the head of the bay, 3 miles NE of Methil. The

harbor is only used by local fishing boats and pleasure craft. A

railway bridge, with four arches, is situated in the vicinity of

the town and is conspicuous from seaward.

Largo Law, a prominent hill, rises about 1.3 miles NNE of

Largo and is 288m high.

Elie Ness (56°11'N., 2°49'W), a low and rocky headland, is

located 1.8 miles E of Kingcraig Point. A light is shown from a

prominent tower, 11m high, standing on the SW part of this

headland.

1.21 Elie, a village, stands at the head of Elie Bay, which is entered between Elie Ness and Chapel Ness, 0.7 mile W. The bay

affords shelter from all winds except those between SE and

SW. A small pier, situated on the E side of the bay, is connected to the village by a causeway and has depths of 4 to 5m

alongside at HWS. During E gales, small craft and fishing

boats shelter within this bay, but local knowledge is required.

1.21 East Vows, a rocky shoal which dries 3.1m, lies 0.2 mile S of

Chapel Ness and is marked by a prominent beacon. West Vows,

a rocky shoal which dries 3.6m, lies 0.2 mile SW of Chapel

Ness. Thill Rock, which dries 0.6m, lies on the E extremity of a

ledge, 0.3 mile SE of Chapel Ness and is marked by a buoy.

1.21 The coast between Elie Ness and Fife Ness, 9.5 miles NE,

consists of low cliffs and steep banks with a rocky foreshore.

St. Monance (St. Monans) (56°12'N., 2°46'W.), a small

harbor, is located 2 miles NE of Elie Ness Light. A church,

with a conspicuous spire, stands close to the coast at the W end

of the town. The ruins of a castle, which stand on the top of a

slope, are situated 0.5 mile SW of the church and are very

prominent from seaward. The harbor dries and is used only by

fishing boats. Local knowledge is required. Vessels should not

approach the harbor in strong SE winds or when there is a NE

swell.

1.21 Anchorage.—Largo Bay affords good anchorage even during E gales. An anchorage area, designated for small vessels,

lies centered 1.4 miles S of Largo and may best be seen on the

chart.

1.21 Caution.—Drilling rigs, drilling vessels, and large oilrelated structures, proceeding to the anchorage berths SE of

Methil, may be encountered in the waters S of Largo Bay.

1.22 Pittenweem (56°13'N., 2°44'W.), a small fishing harbor, is located 1.3 miles NE of St. Monance. The town may be

readily distinguished as it stands upon higher ground than any

other in the vicinity. A conspicuous church, with a short spire

and a clock tower, stands at the E end of the town which is

partly built on the crest and face of a slope. The harbor entrance, which faces SW, is 23m wide and has a depth of 1.5m.

Vessels up to 27m in length can enter.

1.22 Anstruther Easter (56°13'N., 2°42'W.) is located 1.2 miles

NE of Pittenweem. It forms the central portion of a long

straggling town, of which Anstruther Wester and Cellardyke

are the extremities. The small harbor, named Anstruther Union,

is protected by two piers and used by fishing vessels. It dries

and has a depth of 4.6m at HWS. The entrance, which has a

depth of 0.3m, faces SW and is indicated by a lighted range.

Entry should not be attempted in strong E or S winds.

1.22 Crail (56°15'N., 2°38'W.) stands on a moderately-high

slope, 3.2 miles NE of Anstruther. The village may be identified by a church, with a square tower surmounted by a spire,

standing at its W end. The small harbor is used by fishing

boats. The entrance faces W and is 7m wide. It is protected by

booms during heavy weather.

Fife Ness (56°17'N., 2°35'W.), the N entrance point of the

approach to the Firth of Forth, is located 2 miles NE of Crail

and has been previously described in paragraph 1.2. 

1.22 Caution.—Submarine cables, which may best be seen on the

chart, extend seaward from the vicinity of Crail and Anstruther Easter to the Isle of May.

The River Forth

1.23 The River Forth, which may be said to join the Firth

of Forth at the Forth Railway Bridge, has a least depth of 9m in

the main fairway as far as Craigmore Rocks (56°02'N.,

3°36'W.), 7.5 miles above the bridge. However, there is no

swinging room for deep-draft vessels above Crombie, 6 miles

W of the bridge. Between Craigmore Rocks and Hen and

Chickens, about 1 mile W, the main fairway has a least depth of

8m. An approach fairway, leading to Grangemouth, then continues W from Hen and Chickens and is dredged to a depth of

6.5m.

Above the Forth Railway Bridge, the river expands to a

width of nearly 2 miles; the main fairway is marked by lighted

buoys and beacons. Pilotage is compulsory. See Pilotage for

Firth of Forth in paragraph 1.1.

Elie Ness Light
16 Sector 1. Scotland—The Firth of Forth 

Pub. 192

1.23 Beamer Rock (56°00'N., 3°25'W.), which dries, lies on the

N side of the main fairway, about 0.3 mile W of the Forth Road

Bridge. It is marked by a light shown from the SE side. A

shoal, with a depth of 9.6m, lies close WNW of the light

structure.

1.23 Tides—Currents.—Within the River Forth, the times at

which the currents begin and their velocities, are subject to

great changes. Generally, at springs, there is a relatively short

and strong incoming current and a longer and weaker outgoing

current. At neaps, the currents are of nearly equal duration; the

outgoing current being slightly stronger. With strong and

continued E winds, both the duration and the velocity of the incoming currents may be increased; the outgoing currents may

be correspondingly decreased. When snow is melting and during and after heavy rain, both the duration and the velocity of

the outgoing currents will be increased; the incoming currents

will be correspondingly decreased. The meteorological effects

increase as the river is ascended.

1.23 Off Bo’ness, the incoming current begins about 4 hours 30

minutes before HW at Leith; the outgoing current begins about

1 to 2 hours after HW at Leith. At Kincardine, the incoming

current begins about 4 hours before HW at Leith; the outgoing

current begins about 1 hour after HW at Leith.

1.23 The spring velocity at Bo’ness is about 2 knots and at Kincardine about 2.8 knots.

1.23 The phenomenon known as the “leaky tide” is often discernible at Kincardine. When this occurs, the incoming or outgoing current is interrupted soon after it begins by a short period of outgoing or incoming current.

1.23 Regulations.—For details of the Forth Navigation Service

(VTS) system, see Regulations for the Firth of Forth (paragraph 1.1).

1.23 General rules for navigation within the Firth of Forth and the

river are given under Regulations in paragraph 1.1.

1.23 Anchorage.—The river above Beamer Rock affords anchorages for all classes of vessels, in depths of 8 to 30m, mud, but

the holding ground is not good. During the flood tide at

springs, the eddies caused by Beamer Rock are reported to

cause vessels at anchor within 0.8 mile of the rock, to sheer

considerably.

1.23 Designated anchor berths, reserved for naval ships, are situated in the river between Rosyth and Charlestown (56°02'N.,

3°30'W.) and may best be seen on the chart. 

1.23 An anchorage area, designated for small commercial vessels,

is situated in the river SSE of Charlestown and may best be

seen on the chart. Three of the anchorage berths, reserved for

naval ships, lie within this area.

1.23 Tancred Bank Anchorage, consisting of six designated

berths, each with a swing radius of 185m, for commercial

vessels is situated in the middle of the river N of Bridgeness

(56°01'N., 3°35'W.) and may best be seen on the chart. 

1.23 Caution.—The stretch of water lying between Bo’ness and

Culross and in the vicinity of Craigmore Rocks can be dangerous for small craft during conditions of flood tide and a

strong SW wind.

1.23 Submarine gas pipelines, as indicated on the chart, extend

across the River Forth about 4.5 miles and 6 miles above the

bridges; submarine cables, as indicated on the chart, extend

across the River Forth about 4 miles above the bridges.

Rosyth (56°01'N., 3°26'W.)

World Port Index No. 31980

1.24 Rosyth, is situated on the N shore of the River Forth,

about 1.2 miles WNW of North Queensferry. The countryside

between is wooded and cultivated. The port consists of a main

basin, which is entered through a lock; a small tidal basin; and

several tidal quays. Three dry docks are situated on the N side

of the main basin.

1.24 Rosyth was formerly a naval dockyard base. The facilities at

the Main Basin, South Arm, and Middle Jetty are now privately

owned by a defense contractor. The remainder of the base is

operated as a commercial port.

1.24 Tides—Currents.—Tides rise about 5.8m at springs and

4.7m at neaps.

1.24 In the main channel, both flood and ebb currents run for 4

hours and attain maximum spring rates of 1.5 knots. A branch

of the flood runs out of the main channel through the boat

channel and rejoins the main current in the river; conversely, a

branch of the ebb sets through the boat channel and joins the

main ebb current in main channel.

1.24 Depths—Limitations.—The main approach channel has a

dredged depth of 8.8m, but is subject to frequent silting.

1.24 The main basin is entered through a lock which can accommodate vessels up to 244m in length and 30m beam. There is a

depth of 11m over the sill and the basin is normally maintained at a minimum depth of 10.6m. The lock can generally be

used only from 3 hours before HW until 2 hours after HW. In

addition, transit into or out of the main basin can be made

through the direct emergency entrance gate; however, this is

rarely used. A depth of 6.6m is maintained on the sill of the

direct emergency entrance gate, which can be used only on a

Rosyth

Rosyth Ferry Terminal
Sector 1. Scotland—The Firth of Forth 17

Pub. 192

rising tide between the time the tide reaches a height of 4.25m

and 30 minutes before HW.

1.24 A depth of 11m is normally maintained alongside all the

berths within the main basin. The largest of the three drydocks

situated at the N side is 311m long and 42.4m wide. It has a

depth of 12.4m over the sill at HWS.

1.24 South Arm extends SE from the SE corner of the entrance

lock. It has a berth 200m long with a depth of 10.5m alongside.

1.24 North Wall extends along the N side of the main channel. It

has a berth 550m long, with a depth of 8.3m alongside.

1.24 Middle Jetty extends E from close N of the direct entrance

gate and has a depth of 6.7m alongside. Tidal basins, with

depths of 4 to 4.9m, are located N of Middle Jetty and are used

by small vessels.

1.24 There are facilities for general cargo, cruise, ro-ro, bulk, and

high-speed ferry vessels. Vessels up to 250m in length, unrestricted beam, and 44m air draft can be handled in the harbor.

1.24 Aspect.—A dredged approach fairway, known as the Main

Channel, leads from close W of the bridges to the dockyard. It

is marked by lighted buoys and beacons, and is indicated by

directional lights which may best be seen on the chart.

1.24 Main Channel is fronted on the S side by Whale Back, a

shallow shoal. Dhu Craig, a bank with depths of less than 1m,

lies close W of Whale Back and is separated from it by a boat

channel with a least depth of 3m.

1.24 Admiralty House and a flagstaff stand close to the shore on

the E side of the Main Channel and are very prominent. Radio

masts, standing 1.2 miles NW of North Queensferry, and a

chimney, standing 0.2 mile N of the drydocks, are conspicuous.

The prominent ruins of a castle are situated 0.5 mile E of the

drydocks and a prominent fixed crane stands on the W side of

the main basin.

1.24 Pilotage.—Pilotage is compulsory. For additional details,

see Pilotage for the Firth of Forth (paragraph 1.1).

1.24 Regulations.—For details of the Forth Navigation Service

(VTS) system, see Regulations for the Firth of Forth (paragraph 1.1).

1.24 General rules for navigation within the Firth of Forth and

special rules concerning the movement of tankers are given

under Regulations in paragraph 1.1.

1.24 Directions.—Vessels approaching from the E should pass

NE of Beamer Rock and keep to the center of the main channel, which leads NW and WNW. Recommended tracks in the

approaches under the bridges are indicated on the chart. Vessels approaching from the W may pass W of Beamer Rock;

however, caution should be exercised when the E current is

running.

1.24 Caution.—Depths throughout the entire area of the dockyard and in the main channel are maintained by dredging.

However, due to annual silting, depths may be less than charted

and the harbormaster should be consulted.

1.24 In the vicinity of North Wall and the close approaches to the

main basin, circular tidal currents, with rates not exceeding 0.5

knot, occur both on the flood and the ebb. A strong SW set has

also been reported on the N side of Middle Jetty, at about 1

hour before HW.

1.25 The River Forth—North Shore.—Between Limekilns (Brucehaven), a small boat harbor located 1 mile W of

Rosyth, and Charlestown, 1.2 miles W, the shore is backed by a

steep ridge on which is situated the wooded park of Broomhall;

a large house stands within the park, but is only visible from

the SE. Gellet Rock, a square mass of limestone, 15m high,

stands within the park. Its top is generally level with the tops of

the trees, 56m high, and surmounted by a flagstaff.

1.25 Charlestown (56°02'N., 3°30'W.), a small yacht harbor, is

formed by piers and protected from all winds. It dries and has a

depth of 4m over soft mud at HWS.

1.25 Crombie (56°02'N., 3°32'W.) is located 0.9 mile W of

Charlestown. Two conspicuous jetties extend S from the shore

to the edge of the main fairway. The berth at the head of the W

and outer jetty has a dredged depth of about 11.2m alongside,

but is subject to heavy siltation.

1.25 Hen and Chickens (56°02'N., 3°38'W.) lies on the edge of a

shallow bank, 3.4 miles W of Crombie, and is marked close S

by a lighted buoy. It is formed by an isolated patch of sand,

mud, and rocks, which dries.

1.25 Craigmore Rocks, another rocky patch which dries, lies 1

mile E of Hen and Chickens, at the S end of an area of reclaimed land. A prominent chimney stands on the SE part of

this area.

1.25 Between Crombie and Hen and Chickens, the conspicuous

villages of Torryburn, Low Torry, and Culross are situated on

the N shore of the river. A prominent chimney stands close W

of Low Torry. A church, with a spire, and the ruins of an abbey

stand near Culross and are conspicuous.

1.25 A very conspicuous chimney, 185m high, stands at the power

station situated at Longannet, 1.7 miles W of Hen and

Chickens.

1.25 Caution.—Several mooring buoys are situated in the river

between Rosyth and Charlestown. Vessels moored at these

buoys occasionally do not exhibit any lights or sound fog

signals.

1.25 Several outfall pipes extend into the river from the N shore

and may best be seen on the chart.

1.25 A Protected Area is situated in the vicinity of the jetties at

Crombie which are the property of the Ministry of Defence.

Vessels are prohibited from entering this area without authorization. The area is marked by buoys and may best be seen on

the chart.

1.26 The River Forth—South Shore.—Port Edgar

(56°00'N., 3°25'W.), formerly operated by the Royal Navy, is

located close W of the Forth Road Bridge. The harbor is

formed by two breakwaters which converge and create an entrance, 222m wide. A marina, protected by a floating breakwater, is situated within the harbor; yachts up to 12m in length

and 2.4m draft can be accommodated. A commercial berth is

situated at a pier in the SW part of the harbor; vessels up to

61m in length can be handled at all stages of the tide, except in

extreme wind conditions. Deleted Wpi

 A prominent white house is situated close to the shore, 1.2

miles W of Port Edgar.

Black Ness, located 3.5 miles W of Port Edgar, is easily

distinguished by the high walls of a conspicuous old castle

which stands on a projecting point.

Binns Tower, 108m high, stands on a hill about 1 mile S of

Black Ness and is conspicuous.
18 Sector 1. Scotland—The Firth of Forth 

Pub. 192

1.26 Bridgeness (56°01'N., 3°35'W.) is situated 2.5 miles W of

Black Ness A very conspicuous tower, which was once a

windmill, stands on a mound and shows above the surrounding

houses of the town. A church, with a prominent spire, stands

0.3 mile ESE of the tower.

1.26 Bo’ness, fronted by a closed harbor, is located 0.6 mile W of

Bridgeness.

1.26 Caution.—A reserved area, the limits of which are shown

on the chart, extends about 0.6 mile from the shore, 2 miles W

of Port Edgar.

1.26 Several mooring buoys are situated in the river between Port

Edgar and Black Ness. Vessels moored at these buoys

occasionally do not exhibit any lights or sound fog signals.

1.26 Several outfall pipes extend into the river from the S shore

and may best be seen on the chart.

Grangemouth (56°01'N., 3°43'W.)

World Port Index No. 32010

1.27 Grangemouth stands on the S shore of the River Forth

at its junction with the River Carron. The harbor is entered

through a lock and consists of wet docks, all of which are interconnected.

1.27 Tides—Currents.—Tides rise about 5.7m at springs and

4.5m at neaps.

1.27 Depths—Limitations.—The approach fairway, which has a

least width of 120m, is dredged to a depth of 6.5m. It is marked by

lighted buoys and beacons and entered S of Hen and Chickens.

1.27 A diversionary channel, 200m wide, lies N of the main

fairway and is marked by lighted buoys and beacons. It is entered from the fairway, 0.4 mile SW of Hen and Chickens, and

rejoins it 0.4 mile NE of the entrance lock.

1.27 The entrance lock is 238m long and 31m wide (29.1m

between fenders). It has a depth of 11.7m over the sill at HWS.

1.27 Eastern Channel Basin, entered from the lock, provides

seven tanker berths. These berths are 82 to 210m long, with

depths of 11m alongside.

1.27 Grange Dock, entered from Eastern Channel Basin via East

Cut, has 2,175m of quayage, with a depth of 7.9m alongside.

1.27 Carron Dock, entered from Grange Dock via Western Channel, has 775m of quayage, with a depth of 7m alongside.

1.27 Old Dock and Junction Dock, located close W of Carron

Dock, are no longer in use.

1.27 There are facilities for heavy lift, ro-ro, general cargo, container, bulk, tanker, and gas vessels. Vessels up to 32,000 dwt,

183m in length, and 26m beam can be accommodated. Generally, maximum drafts are limited to 10.6m for tankers and 7.6m

for other vessels.

1.27 Repairs can be carried out at a dry dock, which can handle

vessels up to 105m in length, 16.1m beam, and 5.6m draft. 

1.27 Aspect.—The entrance lock, which leads into the Eastern

Channel Basin, is protected by approach jetties situated on

each of the outer sides. The lock lies close SE of the old

entrance which is now disused and sealed off. The harbor can

be identified by two prominent container cranes, standing on

the E side of Grange Dock, and several conspicuous oil tanks,

standing on both sides of the lock. Part of the bay located SE of

the entrance lock is being reclaimed.

1.27 Pilotage.—Pilotage is compulsory. Harbor pilots can be contacted by VHF and generally board S of Hen and Chickens

Lighted Buoy (56°02.3'N., 3°38.1'W). For additional details,

see Pilotage for the Firth of Forth (paragraph 1.1).

1.27 Regulations.—For details of the Forth Navigation Service

(VTS) system, see Regulations for the Firth of Forth (paragraph 1.1).

1.27 General rules for navigation within the Firth of Forth and

special rules concerning the movement of tankers are given

under Regulations in paragraph 1.1.

1.27 The following rules apply to all Selected Vessels bound to

and from Grangemouth:

1. Vessels must not navigate within the fairway W of Hen

and Chickens Lighted Buoy (56°02.3'N., 3°38.1'W) without

the express permission of the Grangemouth Harbormaster.

When such a vessel is underway in the fairway, no other vessel

shall proceed in the opposite direction within that section of

the fairway.

2. Vessels are prohibited from anchoring, except in

emergency, in the fairway W of Hen and Chickens Lighted

Buoy.

3. Vessels will normally be locked into and out of the

docks singly unless expressly permitted to do otherwise by

the Grangemouth Harbormaster. 

4. When a vessel is maneuvering in the docks, no other

vessel shall proceed underway within the docks without the

express permission of the Grangemouth Harbormaster.

1.27 For the purpose of the above rules, a Selected Vessel is a

vessel of more than 80m in length carrying dangerous cargo in

bulk or which has residues of dangerous cargo in empty tanks

or cargo holds that have not been cleaned, purged, gas-freed, or

ventilated as appropriate.

1.27 Anchorage.—An anchorage area, designated for small

vessels, lies centered 0.5 mile NE of the lock entrance and may

best be seen on the chart.

1.28 The River Forth—Upper Part.—Between Grangemouth and Kincardine, 2 miles NW, the river channel is narrowed by shoals on either side to a width of about 270m. Inch

Brake, a shoal with a least depth of 1.3m, lies in the channel

about 1 mile NW of the power station at Longannet and is

marked by a buoy.

1.28 Kincardine (56°04'N., 3°43'W.) stands on the NE bank of

the river. Prominent landmarks include a clock tower, a church,

and two chimneys, 122m high, standing at the power station

Grangemouth from NE
Sector 1. Scotland—The Firth of Forth 19

Pub. 192

located close NW of the town. The navigable channel off the

town contracts to a width of about 220m; this causes an

acceleration of the tidal current and the ebb has sometimes

attained a velocity of 4 knots in this vicinity.

1.28 A former swing bridge spans the river at Kincardine; it is

now permanently closed. It has two passages, each 46m wide,

with a vertical clearance of 9m. 

1.28 Stirling (56°07'N., 3°56'W.), located 62 miles above the Isle

of May, is considered to be the head of navigation of the river.

Small craft, with drafts up to 3m, can reach as far as here at

HWS. Local knowledge is required.

1.28 For safety reasons, commercial vessels do not transit above

the bridge at Kincardine. In addition, pilotage is unavailable,

the channel is not buoyed, and the depths continually change.
21

Pub. 192

2. 

Scotland and England—Gin Head to Flamborough Head

2.0Additional chart coverage may be found in NGA/DLIS Catalog of Maps, Charts, and Related Products (Unlimited Distribution).

SECTOR 2 — CHART INFORMATION
23

Pub. 192

SECTOR 2 

SCOTLAND AND ENGLAND—GIN HEAD TO FLAMBOROUGH HEAD

2.0 Plan.—This sector describes the E coasts of Scotland and

England between the S entrance to the Firth of Forth and Flamborough Head. The descriptive sequence is from N to S.

General Remarks

2.1 Tides—Currents.—Off St. Abbs Head, the S current

begins at the time of HW at Dover and the N current begins

about 6 hours before HW at Dover. These currents run strongly

around the head, off which there is turbulence, especially when

strong winds blow against the currents.

2.1 Between St. Abbs Head and Berwick, the currents run

regularly SE and NW along the coast. with a spring velocity of

about 1 knot.

2.1 Between Berwick and Flamborough Head, a weak current

runs S off the coast. Its velocity is increased by strong and continuous N and NW winds. Winds from the S and SE reduce this

current and, if strong and continuous, they may even reverse its

direction.

2.1 In a position about 7 miles E of Berwick, the S current from

off the E coast of Scotland meets the ESE current from the

Firth of Forth. The combined current flows SSE in the

direction of the coast. Likewise, the NNW current from off the

E coast of England divides and runs N off the E coast of

Scotland and WNW into the Firth of Forth.

2.1 Farther S, between 5 and 10 miles from the coast, the currents begin later and are greater in strength. The spring velocity

in each direction is 1.5 to 2 knots.

2.1 Off Berwick, the coastal current begins about 45 minutes

earlier than the offshore current, 7 miles E. Farther S, this

difference increases gradually until it attains a value of 2 to 2

hours 30 minutes off Sunderland. Between Sunderland and

Seaham, the coastal current changes rapidly and off the latter

place, the coastal and offshore currents begin nearly simultaneously. These conditions continue until near Flamborough

Head, where the coastal current is affected by eddies.

2.1 Regulations—Reporting Systems.—An Automatic Ship

Identification and ship reporting system (AIRS) has been established to monitor the movements of vessels around the British Isles. The system utilizes the capability of the VHF DSC

installations adopted for the Global Marine Distress and Safety

System (GMDSS). For further details of AIRS, see Pub. 140,

Sailing Directions (Planning Guide) North Atlantic Ocean,

Baltic Sea, North Sea, and the Mediterranean Sea (United

Kingdom).

2.1 The WETREP (Western Europe Tanker Reporting System) is

a VTS system, under SOLAS regulations, which operates in

the W approaches to Spain, Portugal, France, Belgium, the

United Kingdom (including the Shetland Islands), and Ireland.

This system is mandatory for all oil tankers over 600 dwt

carrying heavy crude oil, heavy fuel oil, or bitumen and tar and

their emulsions. It does not apply to warships, naval auxiliary,

or other vessels owned or operated by a contracting government and used, for the time being, only on government noncommercial service. For further details, see Pub. 140, Sailing

Directions (Planning Guide) North Atlantic Ocean, Baltic Sea,

North Sea, and the Mediterranean Sea (United Kingdom).

2.1 The WETREP (Western Europe Tanker Reporting System)

operating areas have also been designated by the IMO as Particularly Sensitive Sea Areas (PSSA). For further details of

PSSA, see Pub. 140, Sailing Directions (Planning Guide)

North Atlantic Ocean, Baltic Sea, North Sea, and the Mediterranean Sea (United Kingdom).

2.1 Signals.—International traffic signals displayed at the

majority of ports described within this volume are, as follows:

1. Three red lights displayed vertically indicate that

vessels shall not proceed.

2. Three red flashing lights displayed vertically indicate

that there is an emergency and all vessels must stop or divert

according to instructions.

3. Three green lights displayed vertically indicate that

vessels may proceed in one-way traffic.

4. Three lights displayed vertically, the two upper lights

being green and the lower one being white, indicate that

vessels may proceed in two-way traffic.

5. Three lights displayed vertically, the upper and lower

lights being green and the center light being white, indicate

that vessels may proceed only when they have obtained

specific instructions to do so.

Directions.—The main coastal route leads in a general SE

direction from the entrance to the Firth of Forth and continues

through the channel lying between Dogger Bank (54°40'N.,

2°20'E.) and the mainland. For additional information on these

routes, see paragraph 3.17, paragraph 3.18, paragraph 3.19,

and paragraph 3.35.

2.1 Caution.—Large numbers of fishing vessels may be encountered along this stretch of coast.

2.1 Caution, especially in low visibility, is advised in the offshore areas due to the presence of moving drilling rigs.

2.1 Numerous wrecks, some dangerous, exist along this coast;

they mainly lie within 10 miles of the shore and may best seen

on the chart.

2.1 Visibility may be affected along parts of this coast, especially between the River Tyne and the River Tees, by industrial

smoke haze.

2.1 Numerous areas of spoil ground lie offshore along this coast

and may best be seen on the chart.

Numerous oil and gas fields lie off the coasts of Scotland and

England and may best be seen on the charts. The principal

fields are listed in paragraph 1.4, paragraph 3.1, paragraph 8.6,

and paragraph 9.1.

Gin Head to Holy Island

2.2 Dunbar (56°00'N., 2°31'W.) a small town, stands

prominently at the E end of Tyne Sands, 5.5 miles SE of Gin

Head, the S entrance point of the Firth of Forth. The town is
24 Sector 2. Scotland and England—Gin Head to Flamborough Head 

Pub. 192

mostly built of dark-colored stone, but the church, built of

reddish sandstone, is prominent from seaward.

2.2 A small harbor, used by fishing boats and pleasure craft, is

located at the NW end of the town. It is fronted by dangerous

rocks and protected from the N by a breakwater. The entrance

faces NW and is cut through the solid rock. The approach

channel is marked by perches and indicated by a lighted range.

The fairway has depths of 5.6m at HWS and 4.6m at HWN.

Vessels up to 30m in length and 4m draft can enter at HWS;

however, they must lie aground on a sandy bottom at LW.

Vessels waiting for the tide may anchor, in a depth of 13m,

about 0.4 mile NW of the harbor entrance.

Belhaven Bay, which fronts Tyne Sands, lies between Whitberry Point and Dunbar, 2.4 miles ESE. Whitberry Point is low

and dark with a small conical hill near its center.

Lady Ground, a steep-to shoal patch, has a least depth of

6.1m and lies about 1 mile ENE of Whitberry Point.

Sicar, a detached rock with a depth of 7.9m, lies about 1.5

mile ENE of Dunbar and the sea breaks on it during onshore

gales.

2.2 Barns Ness (55°59'N., 2°27'W.), a low point fringed by

rocky ledges, is located 2.5 miles ESE of Dunbar. A conpicuous disused light tower, 37m high, stands on the point.

2.2 Ruddystone, a rocky shoal with a dangerous wreck lying

close SE, is located 0.5 mile N of the light. Vault Ness, a low

and wide projection, is located 1.2 miles WNW of the point

and has a large house standing on its W side.

2.2 Two conspicuous chimneys, 119m high, stand near the coast

0.8 mile SW of Barns Ness. Doon Hill stands about 2.8 miles

SW of Barns Ness and is bold and well-defined; it forms the

NW end of the high land in that area. A conspicuous pylon,

256m high, stands close N of a mast, about 2.5 miles S of

Barns Ness.

Torness Point (55°58'N., 2°24'W.), fronted by rocky ledges,

is located 1.7 miles SE of Barns Ness. A conspicuous nuclear

power station building stands close SW of this point.

2.2 Pease Bay lies at the mouth of a deep and wooded ravine, 5.2

miles SE of Barns Ness. The ravine is spanned by a stone

viaduct, with four unequal arches, which is very conspicuous

from seaward.

2.2 Cove Harbor, used by fishing boats, is located 0.7 mile NW

of Pease Bay. The entrance is 22m wide and within the harbor

there is a depth of 3m at HWS. Dunglass Mansion, a conspicuous building, stands within a wood, 0.8 mile W of the harbor.

2.2 Fast Castle Head, on which the prominent ruins of a castle

stand, is located 8 miles SE of Barns Ness.

2.2 During onshore gales, the sea breaks heavily on all of the

off-lying rocks and ledges which front this stretch of coast

between Dunbar and St. Abbs Head. In addition, as the SE

current sets towards it, vessels should give this part of the coast

a wide berth.

2.3 St. Abbs Head (55°55'N., 2°08'W.), a bold promontory of dark rock, is located 11.2 miles SE of Barns Ness. It

rises vertically to a height of 93m and the rock face of the cliff

is broken into deep fissures. The head is separated from Cross

Law, about 2 miles W, by a valley which causes it to appear as

an island when seen from NW or SE. St. Abbs Head Light is

shown from a tower with buildings, 9m high, standing on the

head. A racon is situated at the light structure.

2.3 The coast S of St. Abbs Head is rugged and bleak. It is

backed by high land, which rises boldly, and is mostly bare of

Barns Ness Disused Light Tower

Torness Nuclear Power Station

St. Abbs Head

St. Abbs Head Light
Sector 2. Scotland and England—Gin Head to Flamborough Head 25

Pub. 192

trees, with only a few identifiable marks. A small boat harbor,

fronted by rocks, is located 1.2 miles S of the head; the entrance faces N and is 6m wide.

2.3 Anchorage.—During offshore winds, anchorage can be

temporarily obtained by small vessels in Scoughall Roads. The

roadstead has depths of 9 to 11m, clay, and lies about 0.5 mile

offshore, 3 miles NW of Dunbar.

2.3 Caution.—An outfall pipeline, which may best be seen on

the chart, extends 1.3 miles N from a point on the shore located

1.2 miles WSW of Dunbar. Its seaward end is marked by a

buoy. 

2.3 A measured distance, marked by beacons, is situated close

WNW of St. Abbs Head and may best be seen on the chart. It is

reported that the beacons are difficult to distinguish from

beyond 2 miles offshore and are no longer maintained. 

2.4 Eyemouth (55°52'N., 2°05'W.) stands on low ground

at the S end of a shallow bay, 3 miles SSE of St. Abbs Head. It

is situated at the W side of the mouth of the River Eye and

backed by hills, 75m high.

 The harbor, which is used by a small fishing fleet, lies at the

entrance to the river and is fronted by rocks. The entrance,

which faces NW, lies between two breakwaters and is approached through a channel, 300m long and about 18m wide,

indicated by a lighted range. The harbor, within which a depth

of 0.9m is maintained, has depths of 6.1m at HWS and 4.6m at

HWN. Small vessels with drafts up to about 4.6m draft can

enter at HW. Local knowledge is recommended.

2.4 The coast S of Eyemouth is low, but it rises to a height of

about 90m close N of Burnmouth.

2.4 Burnmouth (55°50'N., 2°04'W.), a small village, is situated

at the mouth of a deep ravine, 2 miles SSE of Eyemouth. Dangerous rocks front the mouth and lie up to 0.6 mile offshore.

The small harbor, which dries, is formed by a pier at the inner

end of an opening in the rocks. It is used by fishing boats with

local knowledge. The approach channel is indicated by a

lighted range.

2.4 A prominent television mast stands about 0.7 mile WSW of

the harbor. 

2.4 Between Burnmouth and Berwick, 5 miles SSE, the coast

consists of steep banks and cliffs up to 19m high, which gradually decrease in height towards the S. Rocks fringe the shore

and extend up to 0.4 mile offshore. Lamberton Hill, 215m

high, and Halidon Hill, 162m high, back this part of the coast

and stand 3 miles S and 5 miles SSE, respectively, of Eyemouth. 

2.4 The border between England and Scotland is located about

midway between Burnmouth and Berwick.

2.5 Berwick (Berwick-Upon-Tweed) (55°46'N., 2°00'W.)

(World Port Index No. 31860) stands on the side of a hill

which slopes down to the N side of the mouth of the River

Tweed. The small towns of Spittal and Tweedmouth stand on

the low ground at the S side of the river entrance.

2.5 Tides—Currents.—Tides rise about 4.7m at springs and

3.8m at neaps.

2.5 At a position about 1.5 miles E of the breakwater, the SE

tidal current begins 10 minutes after HW at Dover and attains a

spring velocity of about 0.8 knot. The NW current begins about

6 hours before HW at Dover and attains a velocity of about 1

knot. Within the river, the currents are fairly strong. Freshets

may increase both the duration and the velocity of the outgoing

current and reduce the incoming current correspondingly.

2.5 Depths—Limitations.—The harbor, which is mostly used

by coasters, consists of a tidal dock basin and a jetty, which are

situated on the S side of the river. The entrance fairway over

the bar that has a depth of 1.7m.

2.5 Ledges and foul ground extend up to 0.4 mile from the coast,

N of the breakwater. Spittal Hirst, a shoal with a depth of

10.1m, lies about 4.5 miles E of the river entrance. Vessels

approaching from the S should pass E of it.

2.5 The jetty, used for loading stone, has a depth of 2m alongside at MLWS. It can handle vessels up to 75m in length and

4.6m draft at HW.

2.5 The dock basin provides 457m of quayage and has extensive

facilities for bulk cargo. It has depths of 6.4m at HWS and

4.9m at HWN. Vessels up to 4,000 dwt, 115m in length, and

16.5m beam can be accommodated with drafts up to 4.6m at

springs and 3.9m at neaps. Vessels not fitted with a bow

thruster are limited to a length of 68m.

2.5 Aspect.—The harbor, located at the mouth of the river, is

entered between a breakwater projecting from the N entrance

point and a low, sandy spit extending from the S entrance

point. This spit acts as a natural breakwater. A bar, composed

of sand and rocky boulders, lies between the spit and the head

of the breakwater.

2.5 The town hall, with a spire, and two churches stand on high

ground at the N side and are conspicuous. A prominent chimney stands on the S side of the entrance. A light is shown from

a prominent tower, 13m high, standing on the head of the

breakwater. The channel within the harbor, which is about

100m wide, is marked by buoys and beacons and is indicated

by lighted ranges.

2.5 Pilotage.—Pilotage is compulsory for all commercial

vessels over 40m in length. Vessels should send an ETA to the

harbor office or the ship agent at least 24 hours in advance in

advance. Large vessels should confirm their length, beam,

draft, and whether fitted with bowthruster with or without twin

screws prior to arrival. Pilots can be contacted by VHF on

chennal 16 and 12. Pilot boards about 1 mile E of the

breakwater, 3 hours before HW to HW during weekdays

between 0800 to 1700 hours. The port office contact by e-mail,

telephone, and on the website can be made as follows: 

2.5 Anchorage.—Good anchorage may be found, in depths of

13 to 15m, about 0.8 mile ESE of the breakwater head, but it is

exposed to N and E winds. During strong E winds, it may be

possible to enter Holy Island Harbor when Berwick is closed.

During strong W winds, anchorage in Berwick Bay, with its

better holding ground, is preferred.

2.5 Caution.—During the period of the outgoing current, particularly with freshets, entering or leaving the harbor is considered dangerous.

berwickharbour@onetel.com

 Telephone: 44 1289 307404

 http://www.portofberwick.co.uk
26 Sector 2. Scotland and England—Gin Head to Flamborough Head 

Pub. 192

2.5 It is reported that equally bright lights in the vicinity of the

town may be mistaken for the navigation light at the head of

the breakwater.

2.5 Considerable shoaling may take place in the vicinity of the

sands at the mouth of the river and at the entrance to the wet

dock, especially after W gales. Due to these frequent changes,

local knowledge is essential.

2.6 Berwick Bay (55°45'N., 1°55'W.) lies between the

entrance to the River Tweed and the N end of Holy Island, 6.5

miles SE. It is the beginning of the most dangerous section of

the E coast of England, N of the River Humber. For about 0.6

mile SSE of the entrance to the River Tweed, a sandy beach

fringes the coast. Then for about 2.7 miles to Cheswick, it is

fringed by a rocky ledge, the central part of which is backed by

cliffs, 31m high. Then, a low beach fronts the shore and gradually extends seaward to where, at LW, it connects Holy Island

to the mainland and forms an extensive area of sand flats. In

the S part of the bay, several shoals lie up to 3 miles from the

coast.

2.6 A conspicuous silo tower stands near the coast at Goswick,

4.8 miles SE of Berwick.

2.6 Directions.—The coastal route leads about 14 miles SE

from a position located ENE of Berwick to a position E of

Longstone. It then continues for about 4 miles SSE to a position E of North Sunderland.

Holy Island to the Snook

2.7 Holy Island (55°41'N., 1°47'W.), moderately elevated, slopes to the SW and has scarcely a tree or shrub on it.

The main body of the island is based on limestone rock which

extends about 400m seaward on the N, E, and S sides. Extensive tracts of drying sand extend from the W and S sides of

the island. A low and narrow ridge of sand hills extends W

from the main body of the island and terminate at Snook Point.

A causeway crosses the tract of sand, about 0.8 mile wide,

between Snook Point and Beal Point on the mainland. A tower

and a flagstaff stand about 0.4 mile E of Snook Point.

2.7 Emanuel Head, the NE extremity of Holy Island, is formed

by a cliff, 3m high, on which stands a conspicuous stone

beacon, 15m high. Castle Point, the SE extremity of the island,

is low and fronted by rocks.

2.7 Holy Island Harbour, secure and well-sheltered, is situated at

the S side of the island. It is very small, but appears large at

HW. The entrance lies between Castle Point and Old Law, a

narrow islet 0.8 mile SW. The harbor can sometimes be entered

during E winds, when Berwick is closed. It is mostly used by

fishing vessels, especially during the herring season, which

lasts from June to September. There are no alongside berths

except for a jetty which is used to land fish. Vessels may

anchor within the harbor, in depths of 5 to 7m, sand. There are

depths of 2.1 to 2.7m over the bar at the entrance; the bottom is

chiefly stones covered by kelp with patches of sand. A stony

patch, with a depth of 1.8m, lies close S of the entrance fairway, which is indicated by sets of range beacons. Pilots are unavailable.

2.7 Holy Island Castle, surmounted by a flagstaff, stands on a

hill close WNW of Castle Point and is conspicuous. Heugh

Hill, on which a beacon stands, is located 0.5 mile farther W. It

is rocky and covered with short grass. A church, with a prominent belfry, stands in the village of Holy Island, close W of

this hill.

2.7 Goldstone Channel leads between St. Nicholas Rock and

Goldstone, on the E side, and Outer Wingate and Plough Seat

Reef, on the W side. It has a least depth of 8.2m, but should

only be used when the aids are plainly visible as the depths are

irregular and the tidal currents strong.

2.7 Black Rocks Point (55°37'N., 1°33'W.) is located on the

mainland 3.7 miles SSE of the SE extremity of Holy Island. A

sector light is shown from a building, 9m high, standing on the

point and indicates the inner channel.

2.7 Bamburgh Castle is situated 0.5 mile SE of the point. It

stands on a rock, which rises abruptly from a flat beach, and is

conspicuous. The village of Bamburgh, with a prominent

church tower, is situated close W of the castle.

2.7 Anchorage.—Anchorage is available, in a depth of 8m,

about 4.5 miles E of Castle Point or in Skate Roads, 1.5 miles

E of Holy Island Castle. However, both anchorages are exposed.

Caution.—The E coast of Holy Island is fronted by several

dangers through which the approach channel leads.

2.7 St. Nicholas Rock, with a depth of 6.1m, lies about 1.7 miles

ESE of Emanuel Head; the sea often breaks heavily over this

danger.

2.7 Goldstone, a rock which dries 1.5m, lies about 2 miles ESE

of Emanuel Head and is marked by a buoy. Stiel Reef, with a

depth of 5.8m, lies close ESE of Goldstone. Guzzard, a shoal,

Holy Isand Castle

Bamburgh Castle
Sector 2. Scotland and England—Gin Head to Flamborough Head 27

Pub. 192

with a least depth of 4.9m, lies about 0.5m mile SSE of Goldstone and Tree o’ the House, another shoal, with a least depth

of 8.2m, lies about 0.6 mile farther S.

2.7 Outer Wingate, a shoal, with a depth of 3.4m, lies about 1

mile SE of Emanuel Head and the sea generally breaks over it.

Minscore, with a depth of 4.3m, is connected to it. An isolated

shoal patch, with a depth of 8.2m, lies about 1.5 miles SE of

Emanuel Head. Plough Seat Reef, which dries 0.9m, and Wingate, a group of rocks with depths of 1.5m, lie close S of Outer

Wingate. Plough Rock, marked by a buoy, lies 1 mile SSE of

Emanuel Head.

2.8 The Farne Islands (55°38'N., 1°37'W.) are a chain of

rocky islands, reefs, and shoals which extend up to 4.3 miles

NE of Black Rocks Point. The chain is divided into two groups

by Staple Sound. Due to a considerable tidal range, the islands

present very different aspects at high and low water.

2.8 Staple Sound, which separates the outer group of islands

from the inner, is seldom used. It is not marked and the tidal

currents attain velocities of up to 4 knots at springs.

2.8 Inner Sound, which leads between the islands and the mainland, has a least width of about 0.5 mile and is used as an inshore route.

2.8 The islands are designated as a nature reserve and landing is

subject to restrictions. During the breeding season, May

through July, many puffins and grey seals may be encountered. 

2.9 The Farne Islands—Outer Group.—Longstone

(55°39'N., 1°36'W.), so called from its shape, is the outermost

of the Farne Islands. It appears as one island at LW, but is

divided into several parts at HW. A light is shown from a conspicuous tower, 26m high, standing on the island.

2.9 Knivestone, a rock which dries 3.4m, is located about 0.5

mile NE of Longstone. Whirl Rocks, with a least depth of

0.6m, lie within 0.2 mile N of Knivestone. Northern Hares,

3.7m high, is the northwesternmost islet of the outer group and

is located 0.2 mile NW of Longstone, to which it is joined at

LW.

2.9 Staple Islet, located 0.7 mile SSW of Longstone, is the

southwesternmost islet of the outer group. A prominent tower

stands on this islet and its S side is formed by a bold cliff.

Several detached rocks, known as The Pinnacles, lie close E of

the cliff and have the appearance of broken pillars. Another

prominent tower stands on Brownsman Islet, 0.2 mile N of

Stable Islet.

2.9 Crumstone, located 0.9 mile E of Staple Islet, is a flat, black

rock. Callers, a reef which dries 2.1m, extends 0.3 mile WNW

of Crumstone. Fang, a spit with a depth of 5.2m, projects S

from Crumstone.

2.9 Caution.—Strong tidal currents and numerous eddies exist

seaward of Longstone in the vicinity of Knivestone and Whirl

Rocks.

2.10 The Farne Islands—Inner Group.—Farne Island

(55°37'N., 1°39'W.), located 2.2 miles E of Black Rocks Point,

is the nearest of the group to the mainland. It is the highest of

the inner group and a bold cliff, 8m high, rises on the SW side

and gradually slopes NE.

2.10 An old tower building, with a house nearby, stands on the NE

part of the island. A light is shown from a conspicuous tower

with a dwelling, 13m high, standing on the SE extremity of the

island.

2.10 Two islets, with rugged cliffs on their SW sides, lie close E

of Farne Island. Bush, located 0.7 mile E of Farne Island, is a

rocky ledge which dries in parts. Islestone Shad, lying about

0.7 mile NNE of Farne Island, is a rocky patch, with a depth of

4.3m, over which the sea breaks in bad weather. Glororum

Shad, lying about 1 mile N of Farne Island, is a shoal with a

depth of 6.1m. Megstone, located 1 mile NW of Farne Island,

is a prominent black rock, 5.5m high. Oxcar, a rock which

dries, is located 0.5 mile NE of Megstone. Swedman, a drying

reef, lies about 0.4 mile W of Megstone and is marked by a

buoy.

2.10 Anchorage.—During S winds, anchorage may be obtained

N of Farne Island, but the bottom is rocky and the holding

ground is bad. In fair weather, vessels may anchor, in a depth

of 16m, about 0.3 mile SE of Farne Island. Vessels may anchor,

in an emergency, in a depth of 22m, sand, about 0.2 mile S of

Staple Islet.

2.10 Caution.—It is preferable for all but small coasting vessels

to pass outside the Farne Islands. To navigate the Inner Sound

with safety requires fine weather and local knowledge. The

area lying E of Longstone is a focal point for shipping and

depths of 45m to 55m lie within 1 mile of the dangers E of the

outer group. Vessels are advised, during poor visibility, to pass

at least 3 miles E of Longstone, make due allowance for the

tidal current, and remain in depths of 65m or greater.

2.11 The Snook (55°35'N., 1°38'W.), also known as North

Sunderland Point, is located 3.5 miles SE of Black Rocks

Longstone Light

Farne Light
28 Sector 2. Scotland and England—Gin Head to Flamborough Head 

Pub. 192

Point. It consists of a cliff, 9m high, which has an extensive

foreshore of parallel ledges dipping to the S. Grimstone, a

detached rock which dries, lies about 0.2 mile E of the point.

The Falls, a continuation of the parallel ledges, lies 0.2 mile

SSE of Grimstone and is marked by a buoy.

2.11 The land in the vicinity of The Snook is flat, but a few miles

inland, it rises to a ridge of cultivated land which lies parallel to

the coast. Hepburn Hill, 313m high, and Heiferlaw Hill, 157m

high, stand 8.5 miles WSW and 8 miles SSW, respectively, of

The Snook and are prominent. The summits of some of the

Cheviots, such as Hedgehope Hill, 712m high, are visible

farther inland, standing about 8 miles WSW of Hepburn Hill.

The Cheviot, 813m high, stands 2 miles W of Hedgehope Hill

and its summit is marked by a conspicuous cairn.

2.11 North Sunderland (55°35'N., 1°39'W.), a small town,

stands 0.5 mile NW of The Snook. The harbor, which dries, is

used only by fishing vessels. It is formed by an outer pier and a

breakwater. The entrance faces N and is 61m wide. Seahouses,

a village, is situated at the SW side of the harbor. There are

depths of 4m at HWS and 3.7m at HWN within the harbor.

Vessels up to 30m in length and 2.7m draft can enter at HWS;

vessels less than 30m in length can enter with drafts up to

3.7m. Local knowledge is advisable.

The Snook to Port of Tyne

2.12 Breadnell Point (55°33'N., 1°37'W.), located 2 miles

SE of The Snook, is low and wedge-shaped. A small and

shallow harbor is located on the SW side of the point. It is used

only by small craft and has an entrance, 8m wide. A church

spire, situated 0.5 mile W of the point, shows prominently

above the woods; a conspicuous silo stands on the N side of the

point. Beadnell Bay, entered S of the point, is foul.

2.12 Embleton Bay (55°30'N., 1°36'W.) is entered between

Castle Point, located 3.8 miles SSE of Beadnell Point, and a

group of rocks lying SSE of Newton Point, 1.3 miles NNW. It

affords good shelter to small craft during offshore winds.

Vessels may anchor, in depths of 11 to 14m, good holding

ground, about 0.9 mile N of Castle Point. Shoals and foul

ground lie up to 1 mile NE of Newton Point and are marked by

a buoy.

2.12 The E and S sides of Castle Point are formed by black perpendicular pillars, which shelve down to the sea. Its N side is

cliffy. The ruins of Dunstanburgh Castle stand on the N side of

the point and are very conspicuous.

2.12 Newton Skere (55°33'N., 1°29'W.), with a least depth of

22m, and Dicky Shad, with a least depth of 21m, lie about 1.8

miles ENE and 4.5 miles E, respectively, of Beadnell Point; the

sea breaks heavily over these rocky banks during heavy gales.

2.12 Craster Skeres (55°29'N., 1°28'W.), consisting of rocky

patches with a least depth of about 22m, lies 5 miles E of

Castle Point. The sea breaks heavily over these patches during

stormy weather. Several wrecks lie in the vicinity of these

patches and may best be seen on the chart.

2.12 Cullernose Point (55°28'N., 1°35'W.) is located 1.7 miles S

of Castle Point. The coast between consists of a sloping grassy

bank. Craster, a village with a tower, is situated in an opening

about halfway along this bank. A small harbor, formed by two

piers, fronts the village. It is used by small craft and has a depth

of 4m within it at HWS. Drying ledges lie N and S of the

entrance and local knowledge is required.

2.12 Boulmer, a village, is situated on the coast 2.5 miles S of

Cullernose Point. A prominent clump of trees stands at the W

end of the village and a flagstaff stands close S of it. A small

and shallow boat harbor fronts the village and beacons mark

the passage leading through the rocks to it.

2.13 Alnmouth Bay (55°22'N., 1°34'W.) lies between Seaton

Point, located 3.3 miles S of Cullernose Point, and Hauxley Point,

5.2 miles SSE. Coquet Island is located close off the S part of the

bay. The village of Alnmouth stands on the N side of the mouth of

the River Aln, which enters the bay 1.5 miles SW of Seaton Point.

Warkworth Harbour (Amble) lies at the mouth of the River

Coquet, which enters the S side of the bay.

2.13 Seaton Point is low and rounded. It is fronted by rocky

ledges which extend about 0.8 mile ESE of the point. Seaton

Shad and Boulmer Stile, with depths of less than 10m, extend

0.7 mile farther S and are extensions of the above ledges; they

are marked by a buoy.

2.13 Alnmouth (55°23'N., 1°37'W.) stands on the N side of the

mouth of the River Aln. A church, with a conspicuous spire,

stands in the center of the village. The harbor is formed by the

lower reaches of the river. It is little used except by a few

fishing boats and pleasure craft. The bottom consists of stiff

clay covered with sand, and there are depths of 3.5m over the

bar and in the harbor at HWS, but vessels lie aground at LW.

The river is subject to freshets during the winter. Local knowledge is required as the position of the bar and width of the

entrance channel are constantly changing.

2.13 A conspicuous group of radar antennas stands at an elevation of

248m, 6.5 miles W of Seaton Point. A conspicuous framework

radio mast stands at an elevation of 250m, about 2 miles S of the

antennas.

2.13 The coast between the River Aln and the River Coquet

consists of sand hills which are only broken by a rocky cliff,

20m high, at the midpoint.

2.14 Coquet Island (55°20'N., 1°32'W.), located 0.8 mile

NE of Hauxley Point, is fringed by drying ledges which extend

up to about 0.2 mile from its N side. A light is shown from a

conspicuous tower, 22m high, standing on the SW extremity of

the island.

2.14 Steel Bush and North East Bush, two shoals, lie about 0.3 mile

NNE of the island and are marked by a buoy. Pan Bush, located

Coquet Island Light
Sector 2. Scotland and England—Gin Head to Flamborough Head 29

Pub. 192

about 0.8 mile NW of Coquet Island, is a rocky and shallow shoal

which lies at the N end of a spit and is also marked by a buoy.

2.14 The channel lying between Coquet Island and the mainland

narrows to a width of only about 200m in the S part. It has a

least depth of 1.2m, is unmarked, and requires local knowledge.

2.14 Warkworth Harbour (Amble) (55°20'N., 1°35'W.) is

formed at the lower reaches of the River Coquet by two outer

breakwaters and two inner jetties. The village of Warkworth

stands 1.5 miles NW of the harbor and the village of Amble

stands on the S side of the entrance. A castle, with a

conspicuous tower, stands at Warkworth.

2.14 The harbor, which is used only by fishing vessels and

pleasure craft, has a depth of 1m and there are depths of 0.9 to

1.8m over the bar. The harbor entrance is 68m wide. Vessels up

to 4m draft can enter at HW, but local knowledge is advised.

Small vessels awaiting the tide are recommended to anchor, in

a depth of 9m, sand and mud, about 0.8 mile NNE of the S

breakwater head.

2.14 Caution.—Coquet Island is a designated bird reserve and

unauthorized access is prohibited.

2.14 A dangerous wreck, with a depth of 1.7m, lies close ENE of

Warkworth N breakwater head.

2.14 An outfall pipeline extends about 0.3 mile seaward from a

point on the shore located close S of Warkworth South

Breakwater and is marked by a lighted buoy.

2.15 Druridge Bay (55°17'N., 1°33'W.) is entered

between Hauxley Point, at the S end of Alnmouth Bay, and

Snab Point, 6 miles S. It has a low and sandy coast which is

backed by moderately high land. Rocky ledges and detached

rocks extend up to 0.6 mile seaward from Hauxley Point and

are marked by a buoy. Shirlaw Pike, a hill 306m high, stands 10

miles W of Hauxley Point and can be identified by its steep N

face. Simonside Hill, 427m high, stands 5 miles SW of Shirlaw

Pike and may also be seen from offshore in clear weather. A

prominent cupola surmounts a large mansion, which stands in

the midst of trees 0.7 mile NW of Snab point, and is visible

from seaward.

2.15 Northern Hill, a rocky patch with a least depth of 3m, lies

about 1.4 miles SE of Hauxley Point. Cresswell Skeres,

consisting of two rocky patches with a least depth of 3m, lies

1.4 miles NNE of Snab Point.

2.15 Vessels may anchor, in depths of 9 to 11m, about midway

between the entrance points of the bay.

2.15 Newbiggin Point (55°11'N., 1°30'W.), located 3.3 miles

SSE of Snab Point, is 12m high and fringed by rocky ledges

which extend up to 0.7 mile seaward. A church, with a spire,

stands close within the point and is prominent when approaching from the N or S. The River Lyne flows into the sea, 1.7

miles NNW of the point. A prominent sand hill stands on the N

side of its mouth and a conspicuous chimney stands on the S

side of its mouth.

2.15 Caution.—A measured distance (1,852m) lies off Newbiggin Point and may best be seen on the chart. It is marked by

two pairs of conspicuous framework towers. Vessels using this

measured distance for trials should identify themselves to Cullercoats Coast Radio Station.

Blyth (55°07'N., 1°30'W.)

World Port Index No. 31820

2.16 Blyth stands on the SW side of the mouth of the River

Blyth. The harbor is an artificial one, formed out of the natural

course of the river.

2.16 Tides—Currents.—Tides rise about 5m at springs and 3.9m

at neaps.

2.16 The coastal currents run SE and NW across the harbor entrance.

Within the harbor, the currents are of no great strength.

2.16 Depths—Limitations.—The approach channel is dredged to a

depth of 8.5m. Within the entrance, the fairway is dredged to a

depth of 7.6m over a width of 85m as far as the Alcan Terminal.

The remainder of the harbor is dredged to a depth of 6.8m.

2.16 South Harbor is dredged to a depth of 6.8m. The main berths

include North Quay, 153m long, with a depth of 8.5m alongside, and West Quay, 153m long, with a depth of 7m alongside.

There are also moorings for yachts.

2.16 The main berths on the river include the Alcan Terminal,

153m long, with a depth of 10.3m alongside, and Bates Wharf,

183m long, with a depth of 7.6m alongside.

2.16 The tidal basin at the head of the harbor has grain berths with

depths up to 8.5m alongside. There are three drydocks at the S

side of the river; the largest is 143m long and 18m wide.

2.16 Vessels up to 25,500 dwt, 191m in length, and 9.8m draft can

be accommodated within the harbor. There are extensive

facilities for ro-ro and bulk vessels.

2.16 Aspect.—The harbor, formed by the river, is about 2 miles

long. It is protected on the E side by a low strip of land known

as Link End. The entrance, which faces SE, lies between two

breakwaters. Nine conspicuous wind generators stand along

the E breakwater, which extends 0.8 mile SSE from the S end

of Link End. South Harbor is situated close within the entrance

and a tidal basin is situated at the head of the harbor. Most

berths lie along the river.

2.16 A light is shown from a prominent tower, 14m high, standing

on the head of the E breakwater. An outer fairway lighted buoy

is moored 0.5 mile SE of the light. Link End is fronted by

drying rocks and shoals which extend up to 0.5 mile seaward

and are marked by a buoy. The approach and harbor fairways

are indicated by lighted ranges which may best be seen on the

chart.

2.16 Pilotage.—Pilotage is compulsory for vessels over 50m

LOA navigating within the Blyth Pliotage Area and:

1. Carrying dangerous goods or harmful substances of

Class 1 and Class 7 as defined under Chapter VII/1.4 of the

1974 SOLAS convention

2. Carrying liquid bulk cargoes

3. Carrying passengers

4. Substandared or in any way hampered or handicapped

5. Where the master of the vessel calling the port for the

first time

6. Where the vessel does not carry up-to-date chart of

Blyth Pilotage Area 
30 Sector 2. Scotland and England—Gin Head to Flamborough Head 

Pub. 192

2.16 Blyth Pilot and Port can be contacted on VHF channel 11,

12, and 16 as follows:

2.16 Vessels should send ETA 24 hours prior to arrival.

2.16 Vessels ETA should be confirmed to the harbor control office

on VHF 2 hours and 1 hour prior to arrival. 

2.16 Pilots usually board within about 2 miles of the entrance. 

2.16 Anchorage.—Vessels may anchor, in a depth of 17m, about

1 mile E of the head of E breakwater.

2.16 Caution.—A submarine power cable lies across the harbor,

about 0.2 mile within the entrance.

2.16 Several dangerous wrecks lie in the approaches to the harbor

and may best be seen on the chart. 

2.16 A passenger ferry crosses the river in the upper harbor.

2.16 During onshore winds, a considerable scend may be sent into

the harbor due to the conducting effect of the breakwaters.

2.16 The fairway channels are subject to shoaling and dredging

operations are frequently carried out in the vicinity of the entrance.

2.17 Between Blyth and Seaton Sluice, 2 miles SSE, the

coast is low and sandy, with numerous chimneys standing inland. A prominent tower stands near the coast, 0.7 mile SW of

the entrance to Blyth. From Seaton Sluice to Curry Point, 1

mile SE, the coast consists of a cliff fronted by rocky ledges

which extend up to 0.4 mile seaward.

2.17 St. Mary’s Island (55°04'N., 1°27'W.) is located close NE

of Curry Point and connected to it by a causeway. The island is

low and fringed by shoals. The tower structure of a disused

lighthouse, 37m high, stands on the island and is conspicuous.

2.17 Brown Point (55°02'N., 1°26'W.), fringed by rocky ledges,

is located 2 miles SSE of Curry Point. The coast between is

fronted by ledges and off-lying rocks.

2.17 A conspicuous white building, 44m high, stands near the

coast, 1.5 miles NW of the point and a conspicuous white

dome stands 0.6 mile SSE of it. Villages, which are situated inland, are visible from seaward along this stretch of coast.

2.17 Cullercoats, a village, stands on the coastal cliffs, 0.2 mile S

of Brown Point. A small boat harbor is approached through a

gap in the rocky ledges; the entrance is indicated by lighted

range beacons. A prominent church, with a spire, stands 0.5

mile S of Brown Point. A conspicuous group of radio masts

stands about 0.5 mile W of Cullercoats.

2.17 The coast between Brown Point and the entrance to the River

Tyne, 1.4 miles SSE, is fronted by rocks. Bellhues Rocks, with

a least depth of 7.4m, lie about 0.8 miles ESE of Brown Point.

2.17 Caution.—An extensive spoil ground dumping area, the

limits of which may best be seen on the chart, lies centered 4

miles NE of St. Mary’s Island.

Port of Tyne (Tynemouth) (55°00'N., 1°30'W.)

World Port Index No. 31765

2.18 The River Tyne empties into the sea at Tynemouth.

The river banks are heavily industrialized and are the scene of

great commercial activity. The river is navigable as far as

Lemington, 15 miles above the entrance. However, depths are

only maintained as far as Redheugh Bridge at Newcastle, 10

miles upriver. Both banks of the river are lined with numerous

works and collieries.

The Port of Tyne includes the facilities at North Shields and

South Shields which lie, respectively, on the N and S sides of

the river, adjacent to the mouth; Jarrow, which lies on the S

side, 3.5 miles above the mouth; and Newcastle and Gateshead,

which lie, respectively, on the N and S sides of the river, 8

miles above the mouth.

2.18 The port is a main terminus for passenger and container traffic from northern Europe. In addition, oil platforms and associated structures are constructed here.

2.18 Tides—Currents.—Tides rise about 5m at springs and 3.9m

at neaps at North Shields.

 tele: 44 1670 352678

marine@blythport.co.uk

http://www.portofblyth.co.uk

St. Mary’s Island Disused Lighthouse

Port of Tyne Web Page

http://www.portoftyne.co.uk

Port of Tyne (Tynemouth)
Sector 2. Scotland and England—Gin Head to Flamborough Head 31

Pub. 192

2.18 Off the entrance, the S current begins about 4 hours before

HW at Tyne and the N current about 2 hours after HW at Tyne.

The spring velocity of each is in excess of 1 knot. During the

outgoing current from the river, there is frequently turbulence,

especially with NE gales.

2.18 In the river entrance, the incoming current begins about 5 hrs

30 minutes before HW at Tyne and the outgoing current about

40 minutes after HW at Tyne; the times at which the currents

begin change irregularly as the river is ascended. The spring

velocity of the currents within the river is generally about 2.5

knots in each direction. The currents run in the direction of the

channel, but set rather towards the outer banks at the bends.

2.18 With heavy freshets, which discharge an immense body of

water, both the duration and the velocity of the outgoing current are increased and the incoming current being correspondingly reduced.

2.18 Gales from NE cause the highest sea at the entrance when

the outgoing current is running strongly. Vessels should try to

enter before the incoming current has ceased running, observing that at that time it will also be setting across the entrance.

During N gales, vessels are advised to keep close under the lee

of the North Pier. During S gales, especially with an outgoing

current, vessels are advised to stay close under the lee of the

South Pier.

2.18 Depths—Limitations.—Dredged depths in the fairway are

maintained, as follows:

1. A depth of 8.6m from the entrance to Jarrow Quay

Corner, a distance of about 3.2 miles.

2. A depth of 6m for 1.5 miles to Jarrow Staith.

3. A depth of 5.2m for 4.7 miles to Newcastle Swing

Bridge.

4. Above the Newcastle Swing Bridge, no authorized

depths are maintained and vessels should consult the port

operations service.

2.18 The entrance between the piers is 366m wide. When vessels

using the entrance range reach the pier heads, they must alter

course to navigate the river channel.

2.18 A speed limit of 6 knots is enforced within the port.

2.18 There are no restrictions of length and beam at the entrance,

as these depend upon the berth to be used. Vessels are

generally limited to a draft of 8m at LW and 11m at HW.

2.18 At Newcastle (54°58'N., 1°35'W.), the following seven

bridges, in order from E to W, span the river:

1. The Gateshead Millennium Bridge, a footbridge, has

a single arch, with a clear width of 30m. It has vertical clearances of 25m when tilted open and 3.7m when closed.

2. The Tyne Bridge, a road bridge with one span, is

114m wide. It has a vertical clearance of 24m.

3. The Newcastle Swing Bridge has four spans, so constructed that the two central spans swing on a central pier.

This provides a channel 31m wide on the N side and a

channel 29m wide on the S side. When closed, the bridge has

a vertical clearance of only 3.8m.

4. The Newcastle High Level Bridge has two levels and

a vertical clearance of 23m. The center span swings on a

central pier and provides a channel 27m wide on the N side,

and a channel 30m wide on the S side.

5. The Queen Elizabeth II Bridge has a vertical clearance of 25m.

6. The King Edward Bridge has a vertical clearance of

24m. Two channels, each 89m wide, lead under the bridge.

Upriver traffic uses the N channel; downriver traffic uses the

S channel.

7. The Redheugh Bridge has a vertical clearance of 28m.

Gateshead Millennium Bridge (closed)

Gateshead Millennium Bridge (open)

Tyne Bridge
32 Sector 2. Scotland and England—Gin Head to Flamborough Head 

Pub. 192

2.18 Shields Harbor (55°00'N., 1°27'W.) includes North Shields

and South Shields; it may be considered to lie between The

Narrows, located 1 mile inward of the entrance, and Riverside

Quay, situated 2.7 miles above the entrance. Fish Quay and

Western Quay, situated on the N bank at The Narrows, are used

by fishing vessels.

2.18 Albert Edward Dock is entered through a lock or a tidal

entrance, with gates, which have depths of 9.1m at HWS and

8m at HWN. The lock is 105m long and 18.3m wide; the tidal

entrance is 24m wide. The dock has normal depths of 6.7 to

7.9m. The main berths within the dock are Warehouse Quay,

356m long, and East Dock Wall, 162m long; both have a depth

of 7.9m alongside. Vessels up to 146m in length, 20m beam,

and 7.6m draft can enter this dock at HWS.

2.18 Tyne Dock is entered through an outer basin and a tidal

entrance with gates. The entrance is 21.3m wide and has a

depth of 10.7m at HWS. The former E and central entrances

are closed. The dock has normal depths of 7 to 8.2m. The main

berths within the dock are North West Quay, 243m long, with a

depth of 8.2m alongside, and Factory Quay, 196m long, with a

depth of 7m alongside. Vessels up to 122m in length, 19m

beam, and 7.6m draft enter this dock at HWS.

2.18 The main berths in the river include the following:

1. Tyne Commission Quay, 335m long, with a depth of

9m alongside.

2. Tyne Commission Quay Extension, 118m long, with a

depth of 6.2m alongside.

3. Car Ferry Terminal Ro-Ro No. 3 Quay, 125m long,

with a depth of 7.1m alongside.

4. Ro-Ro No. 4 Quay, 140m long, with a depth of 7.5m

alongside.

2.18 Riverside Quay, situated close W of Tyne Dock, includes a

bulk wharf and provides the largest berth in the port. It is 514m

long and has a depth of 12.1m alongside.

2.18 It is reported that there are no length or beam restric-tions at

the harbor entrance. Vessels up to 234m in length, 32.2m beam,

and 12m draft have been accommodated along-side the bulk

wharf at HW.

2.18 Jarrow (54°59'N., 1°29'W.) stands on the S side of Long

Reach, about 3.5 miles from the river entrance; Wallsend,

mainly consisting of fabrication and shipbuilding facilities,

stands on the N bank.

2.18 A swinging area, about 360m in diameter and dredged to a

depth of 8.6m, lies W of Riverside Quay. Tyne Coal Terminal,

with a depth of 10.5m alongside, is situated on the S bank,

adjacent to the swinging area.

2.18 The Tyne Car Terminal is situated close W of the Tyne Coal

Terminal. There are three berths here, with dredged depths of 7

to 9.5m alongside.

2.18 Velva Liquids Terminal, 248m long, has a depth of 7.1m

alongside and is situated on the N bank, adjacent to the swinging area. 

2.18 Esso Tynemouth Oil Terminal is situated close W of the

Velva Liquids Terminal and has a main berth, 274m long, with

a depth of 9.5m alongside.

2.18 Newcastle (54°58'N., 1°35'W.) is situated on the sides and

summits of the hills standing on the N bank of the river, about

8 miles upstream. Gateshead, on the S side of the river, stands

on a steep declivity. Between Jarrow and Newcastle, numerous

industrial and shipbuilding yards lie on both sides of the river.

2.18 Newcastle Quays extend E from Tyne Bridge along the N

side of the river. The main quay, Spillers Grain Berth, is 237m

long and has a depth of 8m alongside.

2.18 A yacht marina is situated on the N bank, E of Newcastle

Quays.

2.18 The River Tyne (54°58'N., 1°35'W.) is navigable above

Newcastle as far as Stella Power Station at Lemington, about 5

miles above the swing bridge. The depth is not maintained in

this part of the river and vessels should contact the Port Operations Service for information. Between Newcastle and Lemington, the river is crossed by several bridges and power cables,

the lowest having a vertical clearance of 6.4m.

2.18 Numerous other berths and facilities are situated along both

sides of the lower reaches of the river and may best be seen on

the chart. These include several drydocks, the largest of which

is 259m long and 44m wide, with a depth of 8.8m over the sill

at HWS. It can accommodate vessels up to 259m in length,

43m beam, and 10.5m draft. 

2.18 Aspect.—The entrance is protected by two piers which extend seaward from the N and S banks of the river. A light is

shown from a prominent tower, 23m high, standing on the head

of North Pier. The entrance channel is indicated by a directional sector light which may best be seen on the chart. It is reported that this light has a range of 19 miles at night and 5

miles by day.

2.18 Tynemouth Head, close N of the root of North Pier, is a very

conspicuous promontory surmounted by the ruins of a priory

and a castle. Spanish Battery, situated 0.2 mile S of Tynemouth

Head, stands on a prominent cliff, 17m high. A high bank exEntrance to the River Tyne

Tyne North Pier Light
Sector 2. Scotland and England—Gin Head to Flamborough Head 33

Pub. 192

tends 0.5 mile W from this cliff and forms the NW side of the

river entrance.

2.18 Collingwood Monument, standing close W of Spanish Battery, is very prominent. A church, with a conspicuous spire,

stands 0.2 mile NW of this monument.

2.18 A prominent cupola, surmounting the town hall building, is

situated 0.6 mile SW of the root of South Pier.

2.18 Within the river, a conspicuous gas works stands on the N

bank, 1.5 miles SW of Spanish Battery. A prominent pylon,

129m high, stands near an oil terminal on the S bank, about 1.1

miles SSW of the gas works.

2.18 Pilotage.—The pilotage area for the Port of Tyne includes

the waters within 3 miles of the pier heads. Pilotage is compulsory for vessels over 50m in length, except those exempted

by law. Pilots can be contacted by VHF and usually board

within 3 miles of the entrance.

2.18 Inbound vessels must send a request for pilotage 24 hours in

advance to Tyne VTS (see Regulations).

2.18 Vessels shifting berth or docking/undocking entirely outside

the main navigable channel, or passing through the outer area

when bound for another port, or using the anchorage area

located to the NE of the port entrance do not require a pilot. 

2.18 Vessel Traffic Service.—Tyne Vessel Traffic Service (Tyne

VTS) operates in the port.

2.18 Inbound vessels should send an ETA message to Tyne VTS

on channel 12; 08 11 16 69 at least 24 hours in advance or on

leaving a previous port if nearer. The message must state the

following information: 

1. The destination within the port.

2. Maximum draft.

3. ISPS documentation.

4. Waste declaration.

5. Details of any dangerous cargo onboard.

2.18 Vessels must then confirm their ETA 2 hours in advance, or

when within range, on VHF channel 12. They must state the

following information: 

1. Vessel name.

2. IMO number and call sign.

3. Maximum draft.

4. Previous port.

5. Destination.

6. Details of any defects affecting maneuverability or

navigation.

7. Requirements for port services and/or details of any

Pilotage Exemption Certificates.

8. Any changes to information previously given and

confirmation that Tanker Check List has been completed

(tankers only).

2.18 When 3 miles from the pier heads, inbound vessels must

obtain a traffic update and instructions regarding the boarding

of the pilot and/or clearance to enter.

2.18 Vessels within the area should maintain a continuous listening watch on VHF channel 12. They should contact Tyne VTS

when passing the Reporting Points, when anchoring (stating

proposed position), and on berthing. The Reporting Points are,

as follows:

1. North Pier Light.

2. Whitehill Point (North Shields).

3. Bill Point.

4. Tyne Bridge (New Castle).

2.18 Vessels intending to navigate through the Gateshead Millennium Bridge and/or the Newcastle Swing Bridge and requiring

either one to be opened should give at least 24 hours advance

notice to Tyne VTS.

2.18 Tyne VTS, on request, will provide details of navigation hazards, traffic movements, docking instructions, visibility, tide

heights, wind speeds and directions, and the local weather for

the next 12 hours.

2.18 Tyne VTS can be contacted by e-mail and telephone, as

follows: 

2.18 Signals.—A vessel requesting entry to the wet docks should

sound three prolonged blasts for Tyne Dock and four prolonged blasts for Albert Edward Dock.

2.18 Three red lights shown at either dock entrance indicate that

vessels may not enter.

2.18 Three green lights shown at either dock entrance indicate

that vessels may enter.

2.18 Anchorage.—An anchorage area, the limits of which are

shown on the chart, lies centered 1.5 miles NE of the river

entrance.

2.18 Caution.—Ferries cross the river at various points as shown

on the chart.

2.18 An overhead power cable, with a vertical clearance of 65m,

spans the river about 3.2 miles above the entrance.

2.18 Due to silting, depths within the port area are liable to

change.

2.18 Several wrecks lie in the vicinity of the approach and may be

best seen on the chart. A wreck, with a depth of 10.8m, lies in

the entrance between the pier heads.

2.18 A foul ground area, the limits of which are shown on the

chart, lies about 0.5 mile SSE of the head of South Pier.

Port of Tyne to Sunderland

2.19 Marsden Point (54°59'N., 1°23'W.) is located 1.8

miles SSE of the entrance to the Port of Tyne. The coast between is first composed of sand hills, fronted by sands, and

then is backed by a gentle hill and fronted by rocky ledges. A

prominent brick elevator shaft stands on the cliffs, 0.6 mile S of

the point.

Collingwood Monument

tynevts@portoftyne.co.uk

Telephone: 44 191 2572080
34 Sector 2. Scotland and England—Gin Head to Flamborough Head 

Pub. 192

2.19 Lizard Point (54°58'N., 1°22'W.) is located 1.2 miles SE of

Marsden Point. The coast between is backed by a limestone

bank, 15 to 18m high, and fringed by ledges and several detached rocks, the largest being 26m high. A conspicuous disused light tower (Souter), 23m high, stands close inside the

point. A prominent water tower stands at an elevation of 103m

on Cleadon Hill, 1.3 miles W of the point.

2.19 Souter Point (54°57'N., 1°21'W.), located 1.1 miles SSE of

Lizard Point, is 6m high. It can be easily distinguished when

approaching from the N or S. The coast between this point and

the River Wear, 2.5 miles S, is fronted by rocky ledges and

shallow shoals. A dangerous wreck, with a depth of 1.9m, lies

about 1.2 miles S of Souter Point and is marked by a buoy. Mill

Rock, with a depth of 11.6m, lies about 1 mile SE of the same

point.

2.19 A prominent disused light tower stands at Seaburn, about 1

mile N of the mouth of the River Wear.

2.19 Caution.—A rifle range is situated in the vicinity of Souter

Point. Its seaward safety limits are marked by lighted buoys

moored 1.3 miles NE and 1.4 miles ESE of the point.

2.19 A spoil ground dumping area, which may be best seen on the

chart, lies centered 4 miles ENE of Lizard Point.

2.19 An outfall pipeline, which may best be seen on the chart,

extends about 0.6 mile seaward from a point on the shore

located 0.8 mile SSW of Souter Point. The diffuser at the outer

end is marked by a buoy.

Sunderland (54°55'N., 1°22'W.)

World Port Index No. 31760

2.20 Sunderland stands on both banks at the mouth of the

River Wear, which extends W for about 65 miles. In addition to

being a commercial port it is also a base for support vessels

serving the North Sea oil and gas production platforms.

2.20 Tides—Currents.—Tides rise about 5.2m at springs and

4.2m at neaps.

2.20 In the river, the incoming current begins about 6 hours 5

minutes before HW at Tyne and the outgoing current about 5

minutes before HW at Tyne.

2.20 Depths—Limitations.—The outer harbor is protected by

two breakwaters. Roker Pier, the N breakwater, curves ESE

and New South Pier, the S breakwater, curves NNE. Both are

fronted by shallow rocky ledges.

2.20 White Stones, a group of rocky shoals with a least depth of

2.6m, lie about 1.7 miles SSE of the harbor entrance. Hendon

Rock, with a least depth of 0.9m, lies about 1.2 miles SSE of

the harbor entrance.

2.20 The outer harbor entrance is 200m wide and lies between the

Souter Disused Lighthouse (Lizard Point)

Cleadon Hill Water Tower

Seaburn Disused Lighthouse

Entrance to the River Wear (Sunderland) 
Sector 2. Scotland and England—Gin Head to Flamborough Head 35

Pub. 192

head of Roker Pier and an obstruction, marked by a lighted

buoy, lying close N of the head of New South Pier.

2.20 The entrance channel within the outer harbor is dredged to a

depth of 7.8m. A fairway channel, dredged to a depth of 7.6m,

leads into the inner harbor and up to the W end of Corporation

Pier, a deep-water berth on the S side of the river. Above this

berth, the fairway channel is dredged to a depth of 5.7m as far

as Wearmouth Bridge. It is reported that the shipyards situated

above this bridge are closed.

2.20 The Sunderland Railway Bridge, with a vertical clearance of

25m, spans the river about 1 mile above the entrance. The

Wearmouth Bridge, situated close E of the railway bridge, and

the Queen Alexandra Bridge, situated 1.2 miles above it, both

have greater vertical clearances.

2.20 A swinging basin is located close W of the entrance to the

inner harbor. North Dock, entered to the N of this swinging

basin, is the site of a large marina. It is 256m long, 61m wide,

and dredged to a depth of 2.1m. 

2.20 Corporation Pier, situated on the S bank close W of the

swinging basin, is a deep-water berth. It is 323m long and has a

dredged depth of 8.8m alongside. Vessels up to 213m in length

and 8.4m draft can be accommodated here.

2.20 South Docks, consisting of Hudson Dock and Hendon Dock,

are entered S of the swinging basin through Half Tide Basin

which has a gateway, 21.3m wide. Hudson Dock is entered

from Half Tide Basin through a gateway, 19.2m wide, which

has depths over the sill of 9m at HWS and 7.9m at HWN. Hendon Dock is entered from Hudson Dock through a passage 62m

long and 27m wide.

2.20 South Docks can accommodate vessels up to 142m in length

and 18.9m beam, with drafts up to 8m at springs and 7.2m at

neaps. It is reported to be mainly used by coasters.

2.20 Within the port, there are facilities for bulk, tanker, ro-ro,

container, and fishing vessels.

2.20 Aspect.—South Outlet, a former entrance, is situated about

0.8 mile S of the port entrance and is permanently closed. The

coast on both sides of the entrance to the river is backed by a

dense industrial area which contains numerous towers and

chimneys.

2.20 Tunstall Hills, with twin summits called Maiden Paps, rise to

a height of 109m about 2.5 miles SSW of the entrance and are

visible from seaward. Warden Law, a conical hill 160m high,

stands 2.5 miles SSW of Maiden Paps.

2.20 A light is shown from a prominent tower, 23m high, standing

on the head of Roker Pier.

2.20 Prominent landmarks on the N side of the river include a

church tower standing 0.4 mile NW of the root of Roker Pier

and five blocks of flats standing WSW of the harbor entrance.

Prominent landmarks on the S side of the river include eight

blocks of flats standing SW of the harbor entrance; a chimney,

107m high, standing at an incinerator, 1.6 miles WSW of the

harbor entrance; a chimney, 81m high, standing at a paperworks, 2 miles SSW of the harbor entrance; and a group of gasholder tanks standing 1.7 miles SSW of the harbor entrance. In

addition, a conspicuous chimney, with a pronounced collar at

the top, stands about 3.5 miles SSW of the harbor entrance.

2.20 Pilotage.—Pilotage is compulsory for vessels under tow or

carrying dangerous cargo. It is also compulsory within the

South Dock complex and W of Corporation Pier. Pilotage is

advisable for other vessels without local knowledge.

2.20 Pilots may be contacted by VHF on channel 16 14 and

usually board within 1.5 miles of the harbor entrance. 

2.20 Regulations.—Vessels must send an ETA, with details of

draft and any dangerous cargo, to the Port Operations Service

at least 12 hours in advance, with any amendments at least 2

hours before arrival. When approaching the port, vessels must

maintain a continuous VHF listening watch.

2.20 The port may be contacted by e-mail, telephone, and web as

follows: 

2.20 Signals.—When it is dangerous to enter or leave the harbor,

three red flashing lights, disposed vertically, are shown from a

framework tower standing on the pilot station at Old North

Pier.

2.20 Control signals for South Docks are shown from the framework tower on the pilot station and from a tower standing at the

gateway of Hudson Dock, as follows:

1. Three green lights shown from both positions indicate

that vessels may enter the docks.

2. Three green lights shown from the gateway tower and

three red lights shown from the pilot station tower indicate

that vessels may leave the docks.

3. No signal shown from either position indicates that

the dock is closed to traffic.

2.20 Anchorage.—Vessels may anchor, in depths of 12 to 14m,

about 1 mile E of the head of Roker Pier. The holding ground is

good, but care must be taken to avoid the wrecks in the vicinity.

2.20 Caution.—Numerous wrecks, some dangerous, lie in the

approaches to the harbor entrance and may be best seen on the

chart.

2.20 Depths in the dredged channels are subject to change

because of silting and strong winds.

2.20 Depths in the wet docks are not uniform and, in some cases,

may be less than that over the entrance sill.

2.20 Gales from ENE and ESE send a heavy sea into the outer

harbor.

2.20 A spoil ground dumping area, which may be best seen on the

Roker Pier Light (Sunderland) chart, lies centered 2 miles E of the harbor entrance.

infor@portofsunderland.org.uk

 Telephone: 44 191 5142752

http://www.portofsunderland.org.uk
36 Sector 2. Scotland and England—Gin Head to Flamborough Head 

Pub. 192

2.20 An outfall pipeline, which may best be seen on the chart,

extends about 0.8 mile seaward from the vicinity of South

Outlet, the former entrance. 

2.21 Seaham (54°50'N., 1°19'W.) (World Port Index No.

31750) stands on the coast 5 miles S of Sunderland. The port

consists of an outer harbor, protected by two curving breakwaters, and an inner wet dock, protected by short inner breakwaters.

2.21 Tides—Currents.—Tides rise about 5.2m at springs and

4.1m at neaps.

2.21 Depths—Limitations.—Louis Rocky Patch, a detached

shoal with a least depth of 8.6m, lies about 0.5 mile E of the

harbor entrance. Shallow ledges and banks extend seaward

from the shores on the N and S sides of the outer breakwaters.

North Scar, a shoal patch with a least depth of 1m, lies 0.2 mile

SSE of the harbor entrance.

2.21 The outer harbor entrance, which is 85m wide, has a depth of

2.1m. The fairway channel leading to the wet dock has a least

depth of 1.4m. A rocky patch, with a least depth of 1.9m, lies

close E of the harbor entrance and should be passed to the S.

Vessels cannot enter at LW.

2.21 A tidal basin situated on the N side of the inner harbor has

depths of 5.2m at springs and 3.7m at neaps. It has an entrance,

10m wide, and is used by fishing vessels.

2.21 South Dock, a wet dock, is entered through a gate, 19.8m

wide, with depths over the sill of 6.7m at springs and 5.9m at

neaps. It has 625m of total quayage. Vessels up to 6,500 dwt,

120m in length, and 16m beam have been accommodated.

Drafts are generally limited to 6.5m at springs and 5.5m at

neaps, but depend upon the rise of tide.

2.21 Aspect.—The town stands in a break in the coastal cliffs

which rise to heights of 15 to 18m. A light is shown from a

prominent structure, 10m high, standing on the head of the N

breakwater. A conspicuous chimney stands on the coast, 0.8 mile

NW of the harbor entrance.

2.21 A chemical works and several blast furnaces stand along the

coast on the S side of the harbor. A chimney, standing 3 miles S

of the harbor, is also prominent because of its pronounced

collar at the top.

2.21 Pilotage.—Pilotage is not compulsory, but is recommended

for vessels without local knowledge. Tees Bay Pilots are

available and may be contacted by VHF on channel 16 9 and

pilot vessel on channel 12 14 and 6. The wet dock gates are

open only from 2 hours 30 minutes before to about 1 hour 30

minutes after HW.

2.21 Regulations.—Vessels must send an ETA, with necessary

details, to the Port Operations Office through the agent at least

24 hours in advance or on departure from the last port.

2.21 Vessels should not exceed a speed of 5 knots in the harbor.

2.21 Signals.—Control signals are shown from the N side of the

dock entrance, as follows:

1. A red light indicates that vessels may enter the dock.

2. A green light indicates that vessels may leave the

dock.

2.21 Anchorage.—Anchorage may be obtained, in depths of 8 to

16m, between 0.3 and 1 mile NE of the N breakwater. The

bottom is sand and fairly clear of rocks, but there is no protection.

2.21 Caution.—During SE gales, the gates at the wet dock cannot

be opened due to the scend caused in the dock.

2.21 Gales from the ESE cause the heaviest seas in the approach

and entry should not be attempted.

2.21 Outfall pipelines, which may best be seen on the chart,

extend about 0.9 mile seaward from points located on the shore

1 mile and 3.5 miles S of the harbor entrance.

Hartlepool (54°42'N., 1°11'W.)

World Port Index No. 31740

2.22 Hartlepool is located at the NW end of Hartlepool

Bay, 4 miles NNW of the entrance to the River Tees. It is

administered by the Tees and Hartlepool Port Authority. In

addition to the handling of various cargo vessels, the port has

facilities for the construction of structures and pipelines used in

the North Sea oil and gas fields.

2.22 Tides—Currents.—Tides rise about 5.4m at springs and

4.2m at neaps.

2.22 The tidal currents, both on the flood and ebb, set directly

across the entrance to the Outer Harbor.

2.22 Depths—Limitations.—The entrance channel is dredged to

a depth of 5.7m. Outer Harbor, outside of the entrance channel,

dries.

2.22 Victoria Dock is dredged to a depth of 6.8m. Victoria Quay,

on the NE side, is 150m long; Irvine Quay, on the SW side, is

380m long; and the Deep Water Berth, on the NW side, is

295m long. These quays are all dredged alongside to a depth of

9.5m. A ro-ro berth is located at the N end of Victoria Quay.

2.22 Vessels of up to 190m in length, 33m beam, and 8m draft can

be accommodated; however, an underkeel clearance of 1.2m

must generally be maintained.

2.22 North Basin, the wet dock, is 198m long and 73m wide. It

provides 494m of total quayage and has a depth of 7.9m. The

gateway is 21.3m wide and has a depth of 8.1m over the sill at

HWS.

2.22 Union Dock, Jackson Dock, and Coal Dock, situated S of

Central Dock, have been separated from the commercial docks

to form a marina. They are entered through a lock, which is

approached by a narrow channel dredged to a depth of 0.8m.

2.22 Aspect.—The port is protected to the E by the Hartlepool

Peninsula, of which The Heugh is the low and rocky E extremity. The seaward cliffs of this peninsula are being eroded and

protecting walls have been constructed outside them. A light is

shown from a prominent tower, 13m high, standing on The

Heugh.

2.22 Rocky ledges and shoals front the peninsula and a breakwater extends 0.2 mile SSE from a point located on the shore

close SSW of the light. The Stones, a group of detached rocks,

lies close NE of this breakwater head.

2.22 Long Scar, a detached ledge of rock fringed by patches, is

located 1.3 miles SSW of The Heugh and dries 2m. An isolated

group of shoal patches, with depths of less than 4m, lies about

0.3 mile NE of the E end of Long Scar and is marked by a

lighted buoy which should be passed to the N.

2.22 A conspicuous church tower stands 0.2 mile WSW of the

light and a conspicuous chimney, 92m high, stands at the

magnesite works, 1.5 miles NW of The Heugh. A prominent
Sector 2. Scotland and England—Gin Head to Flamborough Head 37

Pub. 192

chimney, 48m high, stands 0.8 mile NW of The Heugh and is

reported to be used as a mark when approaching the entrance

range.

2.22 For other landmarks situated to the S of the port, see Teesport in paragraph 2.23.

2.22 A dredged entrance channel passes through the Outer Harbor

and leads into Victoria Dock, a tidal basin. This channel is

marked by lighted buoys and beacons and indicated by a

directional light which may be best seen on the chart. A series

of wet docks are entered through a lock situated on the W side

of the tidal basin.

2.22 West Harbor, located W of the entrance channel and S of the

wet docks, is entered directly from Hartlepool Bay. It is only

used by small craft and yachts.

2.22 Pilotage.—Pilotage in the approaches to Hartlepool is provided by the Tees and Hartlepool Pilotage Service (Tees Bay

Pilots); for further information, see paragraph 2.23.

2.22 Regulations.—A Port Operation and Information Service is

maintained for Hartlepool and the River Tees. For more information, see Regulations for Teesport in paragraph 2.23.

2.22 Prior to entering the Hartlepool approach channel, all vessels

must obtain permission by VHF from the Port Dockmaster.

2.22 Signals.—Traffic signals are shown from a mast standing on

the NE side of the entrance to Victoria Dock and are visible

within the harbor and to seaward. A single fixed amber light,

shown by day and at night, indicates that vessels may enter but

may not leave the port. When no such light is shown, vessels

may leave but may not enter the port.

2.22

2.22 Anchorage.—Vessels may anchor, in a depth of 9m, about

0.7 mile SE of The Heugh. Small vessels may anchor, in depths

of 5 to 6m, muddy sand over clay, about 0.6 mile S of The

Heugh, close NE of the entrance channel.

2.22

2.22 Caution.—The harbor is liable to silt and depths may be reduced. Vessels approaching the maximum dimensions should

contact the port in advance.

2.22 Hartlepool, like the entrances of the River Tyne and Sunderland, is often shrouded in a dense cloud of smoke and coal dust

which prevents the land from being seen at any considerable

distance.

2.22 Vessels entering or leaving this port, or crossing Tees Bay,

should not impede vessels using the approach channel for the

River Tees.

2.22 Numerous wrecks and a spoil ground area lie in the approaches to the port and may best be seen on the chart.

2.22 Platforms and pipeline structures for the North Sea oil and

gas fields are constructed within the port and may be encountered entering, leaving, or in the vicinity of the harbor.

Teesport (River Tees) (54°39'N., 1°08'W.)

World Port Index No. 31720

2.23 The River Tees discharges into the head of Tees Bay,

which is about 6 miles wide between The Heugh and Redcar,

and exposed to E winds. The coast on either side of the river is

low and sandy. The estuary, which is entered between breakwaters, leads in a general SSW direction to the harbors upriver.

2.23 Teesport, located about 3 miles upriver, is the center of a

large petrochemical complex. Middlesbrough is located about

6 miles from the river entrance and Billingham, above which

dredged depths are no longer maintained, is located about 1.5

miles farther upriver. The port is administered by the Tees and

Hartlepool Port Authority. 

2.23 Tides—Currents.—Tides rise about 5.5m at springs and

4.3m at neaps.

2.23 Off the entrance to the River Tees, the SE current and the

NW current begin, respectively, about 3 hours before and 3

hours after HW Tees. The spring velocity in each direction is

generally 1 to 1.5 knots, but has been reported to reach 2 knots.

During the outgoing current from the river, especially with E or

NE gales, turbulence may develop.

2.23 In the river entrance, the outgoing current commences at

about 40 minutes before HW. The incoming current commences about 5 hrs 20 minutes before HW. The general spring

velocity in the river is 2 to 3 knots in each direction. The currents run in the direction of the channel, but set towards the

outer banks at bends.

2.23 During the ebb, there is often turbulence where Seaton

Channel enters the river.

2.23 With freshets, both the duration and the velocity of the current is increased and reduced accordingly.

2.23 Depths—Limitations.—The approach channel, 240m wide,

is dredged to a depth of 15.4m from its seaward entrance to

within the breakwaters. The channel is then dredged to a depth

of 14.1m as far as Redcar Ore Terminal, 1.5 miles above the

mouth, and then to a depth of 10.4m as far as 0.5 mile SW of

Hartlepool

Heugh Light

Tees and Hartlepool Website

 http://www.pdports.co.uk
38 Sector 2. Scotland and England—Gin Head to Flamborough Head 

Pub. 192

Tees Dock. The river channel is then progressively reduced to a

dredged depth of 4.5m at Billingham, 7 miles above the entrance.

2.23 Seaton on Tees Channel, entered on the W side of the river

1.2 miles above the entrance, is no longer maintained. All vessels must obtain permission to use this channel. A nuclear

power station stands on the N side of this channel and its intakes are marked by beacons.

2.23 Teesport, located from 1.5 to 4.5 miles within the entrance of

the river, contains several major cargo-handling facilities. The

main facilities situated along the W side of the river are listed

below.

2.23 Phillips Norsea Oil Terminal is situated about 1.5 miles

above the entrance. It consists of two berths along the W side

of the river and six berths located within a basin. The two river

berths and the two berths situated on the W side of the basin

are all 295m long and have a depth of 18.2m alongside. They

can accommodate tankers up to 150,000 dwt and 295m in

length. The four berths on the E side of the basin have depths

of 14 to 15.6m alongside and can accommodate LPG carriers

of up to 60,000m3

.

2.23 Seal Sands, an extensive petrochemical storage complex, is

situated above the oil terminal and is fronted by eight berths

with depths of 7.2 to 12.7m alongside. Vessels up to 80,000

dwt and 271m in length can be accommodated.

2.23 The main cargo-handling facilities situated along the E side

of the river are listed below.

2.23 Redcar Ore Terminal is situated 1.2 miles above the entrance

and has a berth, 306m long, with a depth of 17.3m alongside.

Generally, vessels up to 175,000 dwt, 305m in length, and

16.5m draft can be accommodated. It is reported that, on

special occasions, vessels up to 220,000 dwt and 17m draft can

be handled. A disused crude oil jetty is situated 0.6 mile S of

the ore terminal.

2.23 A riverside ro-ro berth, with a depth of 10.9m alongside, is

situated close NE of the disused oil jetty.

2.23 Teesport Container Terminal is situated close SW of the

disused oil jetty. It provides 294m of quayage, with depths of

7.5 to 8.5m alongside.

2.23 Tees Dock, a tidal basin, is entered 1.1 miles above the ore

terminal and has a center channel dredged to a depth of 8.8m.

Within the basin, there are eight berths, 183 to 223m long, with

depths of 8.8 to 10.9m alongside, which handle general cargo,

bulk, and ro-ro vessels.

2.23 A swinging area, dredged to a depth of 8.8m, is located in

the vicinity of the entrance to Tees Dock.

2.23 An overhead power cable, with a vertical clearance of

60.8m, spans the river close above Tees Dock; a tunnel crosses

the river close E of this cable.

2.23 Queen Elizabeth II Jetty, a tanker berth, is situated close

above Tees Dock and has a dredged depth of 10.9m alongside.

It can handle vessels up to 40,000 dwt and 198m in length.

2.23 West Byng Jetty, a tanker berth, is situated close above

Queen Elizabeth II Jetty and has a dredged depth of 10m

alongside. It can handle vessels up to 40,000 dwt and 198m in

length.

2.23 Tees Offshore Base, situated 1.2 miles above West Byng

Jetty, specializes in oil and gas exploration support and rig

module construction. It is fronted by a quay, 860m long, with a

depth of 6.5m alongside.

2.23 Middlesbrough (54°35'N., 1°14'W.) is a large manufacturing

city and a center of the iron and steel trade. Middlesbrough

Dock is situated on the SE side of the river, 3 miles above Tees

Dock. However, it is no longer used for shipping and the lock

gates are kept open permanently.

2.23 A transporter bridge, with a vertical clearance of 48m,

crosses the river 0.5 mile above the entrance to Middlesbrough

Dock.

2.23 The Tees Bridge (Newport Bridge) spans the river about 2

miles above the transporter bridge. It is permanently in the

down position and has a vertical clearance of only 6.4m. An

overhead cable, a submarine gas pipeline, and a submarine

power cable cross the river in the vicinity of this bridge.

2.23 Numerous private wharves, with depths of 4.7 to 7.5m

alongside, are situated along both sides of the river between

Tees Offshore Base and the Tees Bridge (Newport Bridge).

2.23 Ro-ro vessels up to 200m in length and 35m beam can be

accommodated in the port. For entering the port, vessels are

generally restricted to a length of 305m, a beam of 48m, and a

draft of 16.5m. However, depending upon the rise of tide and

weather, vessels up to 17m draft have entered the port. Vessels

with drafts over 16.2m or with unusual configurations (oil rigs,

etc.) are subject to prior consultation with the port authorities.

Tees Dock and Norsea Oil Terminal 

Teesport (Seal Sands)
Sector 2. Scotland and England—Gin Head to Flamborough Head 39

Pub. 192

2.23 Aspect.—The river is entered between North Gare Breakwater and South Gare Breakwater. The area between the embankments at the mouth is, for the most part, occupied by sand

banks which uncover at half ebb. The river leading between

these sand banks is confined by training walls so as to form a

channel. The training walls are raised to about 2.1m above the

low water level.

2.23 From a considerable distance seaward, the glare from several

flares and blast furnaces may be sighted.

2.23 Two conspicuous cooling towers, 74m and 77m high, stand

about 2.6 miles W of the river entrance. 

2.23 Numerous chimneys, cranes, and tanks stand within the

industrial areas bordering the river, and care is required when

identifying specific landmarks.

2.23 A light is shown from a tower, 13m high, standing on the

head of South Gare Breakwater and a radar tower stands close

to it.

2.23 Fairway Lighted Buoy, equipped with a racon, is moored

about 2.6 miles NE of the river entrance. The dredged approach channel, which is entered 0.7 mile SW of the outer fairway lighted buoy, is marked by lighted buoys and indicated by

a lighted range. The fairway channel throughout the river is

marked by buoys, lighted buoys, and beacons.

2.23 For additional landmarks and aids located to the N of the

entrance, see Hartlepool (paragraph 2.22).

2.23 Pilotage.—Pilotage is provided by the Tees and Hartlepool

Pilotage Service (Tees Bay Pilots) within the following two

compulsory areas:

1. The Tees Approach Channel and the River Tees

inward of Tees North Lighted Buoy (54°40.4'N 1°07.2'W.).

2. The Hartlepool Approach Channel and dock inward

of No. 1 Lighted Buoy (54°41.3'N 1°10.7'W.).

2.23 Pilotage is compulsory within the two areas for vessels, as

follows:

1. Vessels over 95m in length.

2. Vessels with a summer dwt over 4,000 tons.

3. Vessels with a grt over 4,000 tons.

4. Vessels over 20m in length carrying a dangerous

substance, oil, or a marine pollutant in bulk.

5. Vessels over 20m in length carrying explosives (class

1.1) in excess of 1,000 kg.

6. Vessels requiring the services of a tug.

7. Vessels over 80m in length in the navigable area of the

Tees between No. 23 Lighted Buoy (54°35.6'N., 1°10.9'W.)

and the inner limit of the port authority jurisdiction.

2.23 Vessels moving along a quay without letting go from that

quay are exempt from pilotage.

2.23 Pilots may be contacted by VHF and generally board in the

following positions:

1. Tees and Hartlepool North—54°42.80'N, 1°05.05'W.

2. Tees and Hartlepool South—54°40.94'N, 1°04.60'W.

2.23 Regulations.—A Port Operation and Information Service is

maintained for Hartlepool and the River Tees area. The service

provides radar surveillance which covers the approaches up to

a distance of about 12 miles offshore.

2.23 Vessels carrying dangerous cargo should notify and report to

Tees Port Control at least 24 hours in advance of entering the

approach channel.

2.23 Vessels over 20m in length intending to enter, move within,

or leave the Tees River should notify the Tees Port Control at

least 6 hours in advance.

2.23 Vessels over 20m in length intending to transit the Tees River

channel (inside the North and South Gare Breakwaters) should

request permission from Tees Port Control 1 hour in advance.

The permission expires 30 minutes after the time specified and

further permission must be obtained.

2.23 All vessels should obtain permission from Tees Port Control

before navigating in Tees Approach Channel or river channel

seaward of the overhead power cables (54°36'N., 1°10'W.)

when the “Channel Closed” signals are exhibited, or when the

visibility is less than 1,000m.

2.23 All vessels underway within the river and vicinity of the port

should keep a continuous listening watch on VHF channel 14.

2.23 Vessels may obtain navigational and port operations information at any time from the Tees Port Control by VHF, fax,

telephone, or telex.

2.23 When vessels of over 200m in length are navigating the river,

a period of traffic control is imposed by Tees Port Control.

During this period, only vessels with permission may move

within the port.

2.23 Vessels carrying hazardous cargo may on occasion be restrained from entering the river or channel until a safe passage

is available.

2.23 All vessels over 20m in length must enter the Tees approach

channel N of a line joining the two outer channel lighted buoys.

Exceptions are only allowed with permission of the Tees Port

Control.

2.23 The Port Operation and Information Service can be contacted by e-mail, as follows:

2.23 Signals.—Traffic signals are displayed from a mast at the

head of South Gare Breakwater and from a tower at Tees Dock.

2.23 The signals below indicate that vessels must obtain specific

authority from Tees Port Control to enter Tees Approach

Channel from seaward or the main river channel W of Tees

Dock from upriver:

1. At South Gare Breakwater:

a. By day—A white light flashing every second.

b. At night—Three red lights, vertically disposed.

c. In fog—Two blasts of 6 seconds duration every 30

seconds.

2. At Tees Dock:

Entrance to the River Tees

harbourmaster@thpal.co.uk
40 Sector 2. Scotland and England—Gin Head to Flamborough Head 

Pub. 192

a. By day—A white light flashing every second.

b. At night—A green light between two red lights,

vertically disposed.

2.23 These signals are usually shown when a deep-draft vessel is

underway in the river channel.

2.23 Tees Dock traffic signals are, as follows:

1. A white occulting light shown every 10 seconds

indicates that vessels may enter the dock.

2. A white flashing light showing group three every 10

seconds indicates that vessels may leave the dock.

2.23 Anchorage.—Large vessels should anchor to seaward of

Tees Fairway Lighted Buoy and the prohibited anchorage areas

situated in the vicinity.

2.23 Caution.—At night, the glare from the numerous blast

furnaces, which border the estuary, is generally visible to seaward and care is necessary in distinguishing the navigational

lights.

2.23 Submarine pipelines, which may best be seen on the chart,

extend seaward to the North Sea oil and gas fields from points

located along the shore about 1.2 miles WNW and 2 miles ESE

of the river entrance.

2.23 An area, within which fishing and anchoring are prohibited,

lies in the vicinity of Tees Fairway Lighted Buoy and may be

best seen on the chart.

2.23 Several foul and spoil areas lie within the vicinity of the

approach channel and may be best seen on the chart.

2.23 Dredged depths within the river are subject to silting.

2.23 Numerous wrecks, some dangerous, lie in the vicinity of the

approach to the river and may be best seen on the chart.

2.23 Large structures such as oil rigs may be encountered

entering, leaving, or in the vicinity of the port.

Teesport to Flamborough Head

2.24 Redcar (54°37'N., 1°04'W.) stands at the E entrance

point of Tees Bay. The coast in this vicinity is low and fronted

by detached ledges and shoals which extend up to 1.2 miles

offshore. A tower and two churches, with spires, stand in the

town and are prominent from seaward.

2.24 Salt Scar, a rocky ledge which dries, fronts the shore and extends up to about 0.8 mile seaward. It is the outermost danger

in this vicinity and is marked by a lighted buoy moored about

2.3 miles NE of Redcar.

2.24 Eston Nab Radio Tower stands at an elevation of 239m, 4

miles SW of Redcar, and is conspicuous from seaward.

2.24 Hunt Cliff, located 4.5 miles ESE of Redcar, is an almost

perpendicular cliff. It is a dark red color and stands 110m high.

Warsett Hill, 164m high, stands about 0.5 mile S of this cliff

and has a well-defined summit.

2.24 Captain Cook’s Monument (54°29'N., 1°05'W.) stands at

an elevation of 322m, 8 miles SW of Hunt Cliff, and is very

conspicuous from seaward.

2.24 Prominent marks in this vicinity include church towers

standing at Marske-by-the-Sea, 2 miles SE of Redcar and at

Saltburn-by-the-Sea, 3.5 miles SE of Redcar.

2.24 Between Hunt Cliff and Cowbar Nab, 5.5 miles ESE, the

coast is formed by mostly one continuous line of cliffs which

vary from 33 to over 200m high. The most conspicuous is

Redcliff, located 2 miles WNW of Cowbar Nab, which is deep

red in color and one of the boldest features along this whole

coast. This stretch of coast is subject to heavy landslides.

2.24 A conspicuous radio mast stands at the top of a hill, about

0.5 mile S of Redcliff. A prominent group of chimneys stands

at an elevation of 114m on a headland, about 2.4 miles W of

Redcliff. During S winds, small craft may obtain anchorage, in

depths of 9 to 11m, clay, in Skinningrove Wick, located 1.7

miles WNW of Redcliff.

2.24 Cowbar Nab (54°34'N., 0°47'W.) is a prominent point. Old

Nab, a low black cliff with a flagstaff, is located 0.5 mile E of

the point. A group of conspicuous chimneys stands at Boulby,

about 1 mile W of Cowbar Nab.

2.24 The village of Staithes is situated close within Cowbar Nab.

The small harbor, used by fishing vessels, is formed by two

breakwaters. The entrance faces NE and is 61m wide. Within

the harbor, which dries, there is a depth of 4.6m at HWS.

2.24 Runswick Bay (54°32'N., 0°44'W.), located 2.5 miles SE of

Cowbar Nab, is encumbered with sunken ledges, particularly

off Kettle Ness, its SE entrance point. A village stands on the

W side of the bay.

2.24 Caution.—Because of the irregularity of the coast between

Hunt Cliff and Whitby, vessels without local knowledge are

advised not to approach within depths of less than 20m.

2.24 An outfall pipeline, which may best be seen on the chart,

extends 1 mile NE from the shore at the E end of Redcar.

2.24 A submarine cable extends seaward from the shore at the E

end of Redcar and may best be seen on the chart.

2.24 A disused submarine cable extends seaward from the shore

in the vicinity of Marske-by-the-Sea, 2 miles SE of Redcar, and

may best be seen on the chart.

2.24 An outfall pipeline extends about 1.3 mile NNE from the

shore at Boulby, 1 mile W of Cowbar Nab, and is marked by a

lighted buoy.

2.25 Whitby (54°29'N., 0°37'W.) (World Port Index No.

31700), Captain Cook’s former home port, stands on both sides

of the mouth of the River Esk, 5 miles SE of Runswick Bay.

This small commercial port supports a fishing fleet and is also

a yachting center.

2.25 Tides—Currents.—Tides rise about 5.4m at springs and

4.3m at neaps.

2.25 In the roadstead, the tidal currents are weak, but the SE flood

current and the NW ebb current run strongly across the harbor

Captain Cook’s Monument
Sector 2. Scotland and England—Gin Head to Flamborough Head 41

Pub. 192

entrance. During W or SW gales, the flood current may attain

rates of 3 knots in the roadstead and 5 knots in the vicinity of

the fairway lighted buoy while the ebb current is negligible.

2.25 The freshets discharged by the river are often sudden and

heavy and may run between the piers with a rate of up to 5

knots. In dry weather, the flow is hardly perceptible. The tidal

character of the river has been greatly curtailed by an upriver

dam and the scour through the harbor is almost entirely dependent on the land floods. 

2.25 Depths—Limitations.—The harbor is protected by two

outer and inner piers. Whitby Rock is located close E of the

harbor entrance. The Scar, a rocky ledge, lies inshore of this

rock. These dangers, which are covered with kelp, dry in places

and the swell breaks heavily over them.

2.25 The approach to the harbor, which has depths of 5.5 to 13m,

passes W of Whitby Rock and The Scar. The bar, a flat ledge of

shale extending across the entrance, has a depth of 1.4m. The

inner piers form an entrance, 49m wide. These depths are

maintained by dredging. 

2.25 The harbor, formed by the lower portion of the river, is

divided into Lower Harbour and Upper Harbour by a passage,

21m wide, which is spanned by a swing bridge. Lower Harbour, which dries over its greater part, has a channel leading

through it from the inner piers to the Upper Harbour. This

channel is 27m wide and has a depth of 1m.

2.25 The main facilities include Fish Quay, in the Lower Harbour,

which is 213m long and has dredged depths up to 2.4m alongside, and Endeavour Wharf, in the Upper Harbour, which is

172m long and has depths alongside of 2.5m at LWS and 6.7m

at HWS. Vessels up to 85m in length and 14m beam have been

accommodated. Vessels are generally limited to drafts of between 4.5m and 6m, depending on the tide.

2.25 Aspect.—Conspicuous landmarks include a castle, with a

flagstaff, standing 1.2 miles WSW of the entrance; a large

hotel building standing above the cliff at the W side of the

entrance; the ruins of an abbey standing above the cliff at the E

side of the entrance; a framework television mast, 109m high,

standing close ENE of the abbey; and the tower of a church

standing close WNW of the abbey.

2.25 A prominent disused light tower, 22m high, stands on the

inner head of the W pier. A fairway lighted buoy is moored

about 0.7 mile N of the harbor entrance and vessels should pass

close NNE of it. Leading marks and lighted range beacons

indicate the approach and entrance channels.

2.25 Pilotage.—Pilotage is compulsory for fishing vessels over

45.5m in length and all other vessels over 37m in length. It is

recommended for all vessels without local knowledge. Pilots

can be contacted by VHF and board within 0.8 mile of the

entrance. A green light is shown from the top of the disused

light tower standing on the W inner pier head when a piloted

vessel is entering at night.

2.25 Anchorage.—Vessels may anchor, in a depth of 13m, within

the roadstead, about 0.7 mile NNW of the entrance.

2.25 Caution.—A spoil ground area, which may best be seen on

the chart, lies 1 mile NNE of the harbor entrance.

2.25 No attempt to enter should made in gales from between the

N and NE as the sea breaks a long way offshore and renders the

approach dangerous.

2.26 Saltwick Nab (54°29'N., 0°35'W.), 19m high, is a

dark but conspicuous promontory located 0.8 mile ESE of

Whitby harbor entrance. The coast between this promontory

and Scarborough, 14.5 miles SSE, is cliffy and fringed by

rocky ledges which extend up to about 0.3 mile offshore in

places. For the first 2.7 miles to North Cheek, the N entrance

point of Robin Hood’s Bay, the coast consists of dark-colored

cliffs, occasionally tinged with red. To the S of this bay the

high cliffs continue, but gradually decrease in height towards

Scarborough.

2.26 Whitby High Light (54°29'N., 0°34'W.) is shown from a

conspicuous tower with dwellings, 13m high, standing on the

N slope of Ling Hill, 1.7 miles SE of Whitby harbor entrance.

2.26 Robin Hood’s Bay (54°26'N., 0°30'W.) is entered between

North Cheek and South Cheek, 2.5 miles SSE. The shore is

divided between cliff and grassy banks, broken in places by

deep gullies. It is backed by ground, which rises like an amphitheater, and fronted by rocky ledges extending up to 0.5 mile

seaward. Ravenscar, a village, is situated near South Cheek and

is conspicuous from seaward. A conspicuous radio mast stands

close S of the village.

2.26 Caution.—Numerous wrecks, some dangerous, lie within 3

miles of the shore along this stretch of coast and may best be

seen on the chart.

2.27 Scarborough (54°17'N., 0°24'W.) stands at the head

of Scarborough Bay, 9 miles SSE of Robin Hood’s Bay and is

approached between Sca-rborough Rock, a headland, and

White Nab, a cliffy point, 1.4 miles S. It is a small commercial

port, a fishing center, and a yachting center.

2.27 Tides—Currents.—Tides rise about 5.7m at springs and

4.7m at neaps.

2.27 In the bay, the tidal currents are barely perceptible, but off

the E pier, the N current runs with some strength from 1 hour

before HW to 2 hours after LW.

Whitby

Whitby High Light
42 Sector 2. Scotland and England—Gin Head to Flamborough Head 

Pub. 192

2.27 Depths—Limitations.—The bay is fronted by rocky ledges

which dry. It has depths of 9m, decreasing to 1.8m about 0.2

mile offshore.

2.27 The harbor is formed by four piers which act as breakwaters

and divide it into two sections, Old Harbour and East Harbour.

2.27 East Harbour, located between East Pier and Old Pier, dries

and is used as a yacht haven. Vincent Pier is located close to

the head of Old Pier and connected to it by a drawbridge. The

regular entrance to East Harbour is 8m wide and lies between

the heads of Vincent Pier and East Pier. During winter months,

a boom is placed across this entrance and access is then only

possible through an entrance, 9m wide, at the site of the drawbridge.

2.27 Old Harbour, located between Old Pier and West Pier, dries

and has an entrance 29m wide. The wharf on the inner side of

West Pier is used by fishing vessels and the wharf and pier on

the N side of the harbor are used by coasters. There are depths

in the channel, which is 10m wide and leads to the berths, of

5m at springs and 3.8m at neaps. Vessels up to 2,400 dwt and

79m in length can enter with drafts up to 4.6m at HWS and up

to 3.7m at HWN.

2.27 Vessels using the harbors should be capable of taking the

bottom at LW.

2.27 Aspect.—Scarborough Rock, 85m high, is a headland which

forms the N entrance point of the bay. The ruined keep of a

castle stands on this headland and is one of the most striking

objects along this coast. Also conspicuous from seaward is the

war monument standing on Oliver Mount, 1.5 miles SSW of

the headland.

2.27 Prominent marks within the town include a chimney, the

tower of a church, and several hotel buildings. The Grand

Hotel standing at the S end of the town is conspicuous.

2.27 A light is shown from a prominent tower, 15m high, standing

in the harbor on Vincent Pier.

2.27 The harbor is formed by four piers which act as breakwaters

and divide it into two sections, Old Harbor and East Harbor.

2.27 Pilotage.—Pilotage is compulsory for vessels over 37m in

length and fishing vessels over 45.5m in length. It is recommended for all vessels without local knowledge. Pilots can be

contacted by VHF on channel 16 12 and board about 1 mile E

of the entrance. 

2.27 Signals.—Tidal signals are shown when there is a depth of

more than 1.8m in the entrance, as follows: 

1. A fixed yellow light from Vincent Pier Light.

2. Two fixed red lights from West Pier.

3. Two fixed green lights from the SW corner and the

drawbridge at Vincent Pier.

2.27 When there is a depth of more than 3.7m, a black ball is displayed, by day, and a white isophase light shown, at night,

from Vincent Pier Light.

2.27 Anchorage.—Vessels can anchor, in a depth of 8m, sand

over blue clay, good holding ground, about 0.5 mile E of the

harbor entrance.

2.27 Caution.—Both harbor sections experience silting.

2.27 Several spoil ground areas lie in the approach to the harbor

and may be best seen on the chart.

2.27 Several wrecks, some dangerous, lie in the approach to the

harbor and may best be seen on the chart.

2.27 When heavy swells are running from the N or E, vessels

should not navigate close to the East Pier or Scarborough

Rock. Strong winds from the NNW also send a heavy sea into

the bay. Vessels should enter the harbor between half flood and

first quarter ebb.

2.28 Filey Brigg (54°13'N., 0°16'W.), located 6 miles SE

of Scarborough Bay, is a chain of rocky ledges which extends

up to about 0.5 mile ESE from a point on the coast. A shallow

shoal fronts the chain and is marked by a lighted buoy.

Scarborough Rock (Castle Keep)

Grand Hotel Scarborough

Scarborough Light (Vincent Pier)
Sector 2. Scotland and England—Gin Head to Flamborough Head 43

Pub. 192

The coast between Scarborough and this chain is cliffy and

fronted in most places by foul ground extending up to 0.5 mile

offshore.

2.28 Filey Bay (54°12’N., 0°15’W.) lies between Filey Brigg and

King and Queen Rocks, 3.5 miles SSE. It affords shelter from the

N and offshore winds, but is shallow and may only be used by

small vessels. The shore of the bay is cliffy and backed by a grassy

bank.

2.28 Filey, a small resort town, stands on the top of a bank at the NW

end of the bay. A church, with a tower, stands in the N part of the

town and is conspicuous. Small vessels can anchor, in a depth of

5m, clay covered with sand, about 0.7 mile E of the town.

2.28 Conspicuous radio masts stand 3 miles S, 5 miles WSW, and

4.5 miles SSW of Filey.

2.28 The coast between King and Queen Rocks and Flamborough

Head, 6 miles SE, consists of precipitous cliffs which are only

broken at a small inlet, located 1.2 miles NW of the headland.

2.28 Flamborough Head (54°07’N., 0°05’W.), from which a

light is shown, is described in paragraph 3.3. 

2.28 Caution.—An area centered about 1.2 miles NW of Flamborough Head and lying adjacent to the coast has not been surveyed.

2.28 Several submarine cables extend seaward from the vicinity of

Filey Bay and may be best seen on the chart.

2.28 Within about 1.5 miles of the coast, the light shown from Flamborough Head is obscured up to 8 miles N by the cliffs. 

2.28 Numerous wrecks, some dangerous, lie up to 4 miles offshore along this stretch of coast and are best seen on the chart.

2.28 A firing practice area, which may best be seen on the chart,

lies centered in position 54°47'N, 0°45'E, about 50 miles NE of

Flamborough Head. There are no restrictions on vessels transiting the area at any time. For further information, see Pub.

140, Sailing Directions (Planning Guide) North Atlantic

Ocean, Baltic Sea, North Sea, and the Mediterranean Sea.

Filey Bay and Filey Brigg
Pub. 192

3. England—Flamborough Head to the Thames Estuary

3.0Additional chart coverage may be found in NGA/DLIS Catalog of Maps, Charts, and Related Products (Unlimited Distribution).

SECTOR 3 — CHART INFORMATION
47

Pub. 192

SECTOR 3 

ENGLAND—FLAMBOROUGH HEAD TO THE THAMES ESTUARY

3.0 Plan.—This sector describes the E coast of England between

Flamborough Head and Orford Ness, at the N entrance of the

Thames estuary. Included within this sector are the off-lying banks

and dangers which are located in the approaches to the River

Humber. The general descriptive sequence is from N to S.

General Remarks

3.1 Tides—Currents.—The offshore tidal currents

between Flamborough Head and Oxford Ness change rapidly

and begin 3 hours 15 minutes later off Winterton Ness than off

Flamborough. Farther S, the rate of change decreases and

eventually ceases; the currents begin 30 minutes earlier in the

entrance to The Wash than off Flamborough.

3.1 The currents run in the same direction in the whole area for

brief periods, but meet or separate at other times.

3.1 In the S part of the area, over and between the shoals off the

N coast of Norfolk, the currents are more or less rotatory

counterclockwise, but when strongest, run in about the directions of the channels. The times at which the currents are

weakest and strongest vary considerably with the position.

3.1 Between the banks and shoals extending NE from the NE

coast of Norfolk, the tidal currents follow the directions of the

coast. In the outer channels, the current is more or less rotatory

and, though when strongest it follows the direction of the

channels, when changing from running SE to NW it sets SW.

When changing from running NW to SW it sets NE across the

shoals.

3.1 The currents gradually lose strength NE from Haisborough

Sand, and in the channel between Leman and Ower Banks the

spring velocity is about 2 knots, decreasing to 1.5 knots outside

the outer bank. When strong currents run across the shoals or

inequalities of the bottom, overfalls or ripples may be formed.

3.1 Directions.—For information concerning the offshore and

inshore routes in this area, see paragraph 3.17, paragraph 3.18,

paragraph 3.19, and paragraph 3.35.

3.1 Caution.—In the vicinity of the off-lying banks and dangers, fleets of fishing vessels are constantly encountered and a

careful lookout for them should be maintained.

3.1 Caution, especially in low visibility, is also required in this

offshore area because of the presence of gas production platforms and drilling rigs which often move. It should also be

noted that radar responses from these rigs appear similar to

those from ships.

3.1 The positions of the permanent production platforms and accompanying submarine pipelines are shown on the charts.

Adjacent platforms may be connected by catwalk bridges.

3.1 In the offshore areas, seismic survey vessels, rig supply vessels, and maintenance vessels with divers may be encountered.

3.1 High speed craft may be encountered within the waters

described in this sector. 

3.1 Numerous wellheads are situated in the vicinity of the offshore oil and gas fields and are shown on the chart; those

which are a possible hazard to surface navigation are marked

by lighted buoys.

3.1 Adjacent to the oil and gas fields, designated development

areas may exist and are shown on the chart. Within these areas,

various maintenance craft may be working and vessels are

advised to keep outside of the limits.

3.1 Incinerator vessels burning chemical waste may be observed

in the offshore areas; flames and smoke may be emitted, giving

the appearance of a ship on fire.

3.1 Vessels are strongly advised not to anchor or trawl near the

pipelines in this area, because damaging a pipeline could create

an immediate fire hazard. The natural gas in these pipelines is

light, flows under high pressure, and is highly flammable.

3.1 Numerous dangerous wrecks lie within the area described by

this sector and are best seen on the charts.

Off-lying Dangers

3.2 Numerous production platforms, wells, and gas and

oil pipelines lie in the waters off the E coast of England and

may best be seen on the charts. Extreme caution is advised

when navigating in the vicinity of such facilities. Some of the

production platforms are equipped with racons.

3.2 The principal oil and gas fields in the area are listed below:

1. Tyne Gas Field (54°27'N., 2°29'E.).

2. Munro Gas Field (54°26'N., 2°18'E.).

3. Trent Gas Field (54°18'N., 1°40'E.).

4. Kilmar Gas Field (54°17'N., 1°20'E.).

5. Boulton Gas Field (54°15'N., 2°09'E.).

6. Murdoch Gas Field (54°16'N., 2°19'E.).

7. Caister Gas Field (54°12'N., 2°27'E.).

8. Ketch Gas Field (54°03'N., 2°29'E.).

9. Schooner Gas Field (54°04'N., 2°05'E.).

10. Windermere Gas Field (53°50'N., 2°46'E.).

11. Ravenspurn N Gas Field (54°02'N., 1°06'E.).

12. Ravenspurn S Gas Field (54°03'N., 0°54'E.).

13. Cleeton Gas Field (54°02'N., 0°44'E.).

14. Neptune Gas Field (53°59'N., 0°47'E.).

15. Minerva Gas Field (53°57'N., 0°36'E.).

16. Rough Gas Field (53°50'N., 0°28'E.).

17. Hyde Gas Field (53°48'N., 1°43'E.).

18. Hoton Gas Field (53°48'N., 1°12'E.).

19. West Sole Gas Field (53°43'N., 1°08'E.).

20. Amethyst Gas Field (53°37'N., 0°44'E.) Dev Area.

21. Barque Gas Field (53°37'N., 1°32'E.).

22. Sole Pit Gas Field (53°34'N., 1°38'E.).

23. Ann Gas Field (53°43'N., 2°04'E.).

24. Mimas Gas Field (53°46'N., 1°42'E.).

25. Tethys Gas Field (53°39'N., 2°03'E.).

26. Wenlock Gas Field (53°35'N., 2°16'E.).

27. Saturn Gas Field (53°43'N., 1°54'E.).

28. Audrey Gas Field (53°34'N., 2°00'E.).

29. Pickerill Gas Field (53°33'N., 1°08'E.).
48 Sector 3. England—Flamborough Head to the Thames Estuary 

Pub. 192

30. Malory Gas Field (53°33'N., 1°15'E.).

31. Galahad Gas Field (53°33'N., 1°22'E.).

32. Excalibur Gas Field (53°28'N., 1°21'E.).

33. Guinevere Gas Field (53°25'N., 1°16'E.).

34. Lancelot Gas Field (53°25'N., 1°19'E.).

35. Waveney Gas Field (53°21'N., 1°18'E.).

36. Clipper Gas Field (53°28'N., 1°44'E.).

37. Alison Gas Field (53°31'N., 2°09'E.).

38. Galleon Gas Field (53°28'N., 1°55'E.).

39. Viking Gas Field (53°27'N., 2°20'E.).

40. Cutter Gas Field (53°42'N., 2°37'E.).

41. Valiant N Gas Field (53°23'N., 2°00'E.).

42. Valiant S Gas Field (53°19'N., 2°06'E.).

43. Vanguard Gas Field (53°23'N., 2°07'E.).

44. Ganymede Gas Field (53°19'N., 2°14'E.).

45. Victor Gas Field (53°20'N., 2°22'E.).

46. Indefatigable Gas Field (53°20'N., 2°35'E.).

47. Corvette Gas Field (53°14'N., 2°37'E.).

48. Bessemer Gas Field (53°12'N., 2°29'E.).

49. Bure Gas Field (53°07'N., 2°25'E.).

50. Vulcan Gas Field (53°15'N., 2°01'E.).

51. Anglia Gas Field (53°22'N., 1°43'E.).

52. North Hewett Gas Field (53°06'N., 1°46'E.).

53. Della Gas Field (53°05'N., 1°54'E.).

54. Hewett Gas Field (53°02'N., 1°45'E.).

55. Leman Gas Field (53°05'N., 2°11'E.).

56. Camelot Gas Field (52°57'N., 2°09'E.).

57. Norpipe 37-4-A Pump Station (55°54'N., 1°36'E.).

58. Norpipe 36-22-A Pump Station (55°18'N., 0°13'E.).

3.2 For oil and gas fields located E and SE of the above fields, in

the vicinity of the North Sea Deep Water Routes, see paragraph 8.6 and paragraph 9.1.

Flamborough Head to the River Humber

3.3 Flamborough Head (54°07'N., 0°05'W.) is formed

by a perpendicular cliff of white chalk, 37 to 40m high. It is

very bold and a common landfall point for vessels passing N

and S along this coast, as well as those sailing between the

River Humber and the Baltic Sea. 

3.3 A light is shown from a conspicuous tower, 27m high, standing on the headland. A prominent disused light tower stands

0.2 mile WNW of the light.

3.3 Flamborough Steel, the rocky ledge extending about 0.3 mile

SE of the headland, can be avoided by keeping the upper part

of the light structure in sight above the cliff, or by giving the

cliff a berth of 0.5 mile.

3.3 Tides—Currents.—The tidal currents are stronger closer

inshore than from 5 to 10 miles off Flamborough Head, but

they appear to be affected by eddies.

3.3 At a position 1.5 miles ENE of the headland, the currents

begin nearly 2 hours earlier than the corresponding currents

near the coast NW of the headland and 1 hours 30 minutes

earlier than those near the coast S of the headland.

3.3 Caution.—Within a distance of 8 miles N of Flamborough

Head and within about 1.5 miles of the coast, Flamborough

Head Light may be obscured by the cliffs. It may also be

obscured within the N part of Bridlington Bay.

3.3 Submarines frequently exercise in the waters lying off Flamborough Head.

3.4 Off-lying banks and dangers—Dogger Bank

(54°40'N., 2°20'E.) lies mostly between the parallels of

54°05'N and 55°20'N, and the meridians of 1°10'E and 5°00'E. 

3.4 Southwest Patch, with depths of 13 to 18m, lies at the SW

end of Dogger Bank and the sea breaks heavily over it during

gales. This bank is a favorite resort of the fishermen, but should

be avoided in bad weather. The brownish color of the water in

the North Sea is largely due to the stirred-up deposits of this

bank which are held in suspension.

3.4 Outer Well Bank (54°10'N., 2°00'E.), with a least depth of

19m, lies near the S end of Dogger Bank.

3.4 Outer Silver Pit (54°05'N., 2°10'E.), with depths of 36 to

82m, is a deep which separates Dogger Bank from a large area

of shoal banks lying off the coast to the SW. The edges of this

deep are often marked by tide ripples. The W end of the deep is

known locally as Skate Hole; the E end is known locally as

Botney Cut.

3.4 Caution.—Submarine pipelines, which may best be seen on

the chart, extend SW from Cleeton Gas Field (54°02'N.,

0°44'E.), SW from Rough Gas Field (53°50'N., 0°28'E.), and in

a W direction from Amethyst Gas Field (53°37'N., 0°44'E.).

These pipelines connect the various platforms situated within

the fields to a mainland terminal located at Easington

(53°39'N., 0°07'E.), about 5 miles N of Spurn Head.

3.4 Numerous dangerous wrecks and submerged well heads are

situated in the vicinity of Dogger Bank and may best be seen

on the chart.

Flamborough Head Light

Flamborough Head from S
Sector 3. England—Flamborough Head to the Thames Estuary 49

Pub. 192

3.4 A mine exercise area lies near the E end of Outer Silver Pit.

Vessels are cautioned against anchoring or fishing in this area,

due to the risk from explosives lying on the bottom.

3.4 An exercise range used by aircraft is centered on a radio

tower (53°45'N., 2°34'E.), marked by a light, standing offshore,

about 85 miles E of Spurn Head. Five other towers are situated

in a circle, with a radius of 15 miles, around the central tower.

The towers are connected by submarine power cables. The

range, which may best be seen on the chart, is not used for

weapons firing.

3.4 A submarine exercise area, which is indicated on the chart,

lies about 20 miles N of the above central aircraft range tower. 

3.5 Sewerby (54°06'N., 0°09'W.), a village, is situated 3.5

miles WSW of Flamborough Head. The coast between is composed of rocky cliffs fronted by a flat rocky foreshore. Then to

Kilnsea, 31 miles farther SSE, the coast is composed of dark

clay cliffs, 6 to 24m high. Inland, the country is low and there

are not many features by which one part of the coast may be

distinguished from another. A prominent building stands amid

the trees at Sewerby.

North Smithic (54°05'N., 0°05'W.), a shoal with a least

depth of 3.2m, lies centered about 1.3 miles S of Flamborough

Head and is marked by a lighted buoy. South Smithic, a shoal

with a least depth of 2.6m, lies centered about 3.7 miles SSW

of Flamborough Head and is marked by a lighted buoy. These

two shoals lie in the approaches to Bridlington Bay and extend

into one another.

Bridlington (54°05'N., 0°11'W.) a resort town, stands at the

head of Bridlington Bay, which lies between Flamborough

Head and Bromston Sands, 7.5 miles SW. The harbor, which is

formed by two piers, is used only by fishing vessels and

pleasure craft. Tides rise about 6.1m at springs and 4.7m at

neaps. The entrance faces S and is 27m wide. A sand spit,

which dries, fringes the S side of the head of the N pier. Both

the harbor and the near approach dries and vessels should be

capable of taking the ground at LW. There is a depth of 4.3m

alongside the inner side of the S pier at HWS. Vessels up to

45m in length and 3.9m draft have en-tered the harbor.

3.5 Several churches, with prominent spires, are situated in the

town and a conspicuous block of apartments stands close W of

the harbor. The harbor may be contacted by VHF and local

fishermen will act as pilots for vessels without local knowledge. Vessels approaching from NE should pass NNW of

North Smithic Lighted Buoy and vessels approaching from SE

should pass WSW of South Smithic Lighted Buoy.

3.5 Anchorage.—Anchorage may be obtained in any part of

Bridlington Bay between South Smithic and the coast. The best

anchorage berth lies, in a depth of 10m, about 1.7 miles SW of

Flamborough Head Light.

3.5 Caution.—A spoil ground area lies centered about 1.5 miles

SE of Bridlington harbor entrance.

3.5 During N gales, a heavy and steep sea may be experienced

over North Smithic and well into the lee of Flamborough Head. 

3.5 An outfall pipeline extends 1 mile seaward from a point

located on the shore about 0.6 mile SW of the Bridlington

harbor entrance and is marked by a lighted buoy.

3.6 Hornsea (53°55'N., 0°10'W.), a small resort town,

stands on low ground and is surrounded by trees, 10 miles S of

Bridlington. A prominent church spire stands close to the cliffs

at Mappleton, 2.3 miles S of Hornsea. Prominent church

towers stand 1 mile apart in the villages of Ulrome and Skipsea, about 5 miles NNW of Hornsea.

3.6 Withernsea (53°44'N., 0°01'E.) is located 13 miles SSE of

Hornsea. A conspicuous disused light tower, 39m high, stands

close NW of the church in this village.

3.6 The high land at Dimlington, 4.5 miles SE of Withernsea,

consists of a cliff of clay and pebbles, 40m high, and is a very

conspicuous landmark from seaward.

3.6 Easington, with a prominent church tower and windmill, is

located about 1.3 miles SSE of Dimlington. A conspicuous

radio mast stands 0.7 mile W of the church tower.

3.6 Kilnsea, with a prominent church tower, is located 2 miles

SSE of Easington. A tongue of land extends 3 miles S from

Kilnsea to Spurn Point and forms the N entrance to the River

Humber.

3.6 Caution.—A target firing area, marked by lighted buoys, is

situated off the coast between Hornsea and Withernsea.

3.6 Several submarine gas pipelines, which may best be seen on

the chart, extend seaward from a terminal (Easington) located

near the shore about 2 miles N of Kilnsea.

The River Humber (Humberside)

3.7 The River Humber (Humberside) (53°33'N.,

0°01'E.) is a common outlet for the numerous streams which

drain the greater part of Yorkshire and the Midlands. It is

formed by the junction of the River Ouse and the River Trent,

which is located about 15 miles above Hull and 34 miles from

the sea. Here the river is 0.5 mile wide, but, after an irregular

course, it nearly triples its width as it reaches Hull. About 2

miles E of Hull, the river turns abruptly and runs SSE for 6

miles. It then bends to the E and joins the sea as a stream about

4 miles wide at high water.

3.7 The Humber is confined for nearly the whole of its course

between low embanked lands, from which the water has been

progressively excluded. The river is entered between Spurn

Head and Donna Nook, 6 miles SSE.

3.7 Both sides of the estuary are fronted by extensive flats,

which in some places dry up to 2 miles from the coastline. The

navigable channels are narrowed by numerous shoals and

depths within the fairways are constantly changing.

Withernsea
50 Sector 3. England—Flamborough Head to the Thames Estuary 

Pub. 192

3.7 Above the Humber Bridge, the changes are so frequent that

only local charts are published and local knowledge is

essential.

3.7 Ports on the River Humber include Grimsby, Immingham,

Hull (Kingston upon Hull), and Goole. A tanker terminal

monobuoy is moored at Tetney.

3.7 Tides—Currents.—Tides at Goole rise about 5.7m at

springs and 3.7m at neaps.

3.7 Tides at Hull rise about 7.5m at springs and 5.8m at neaps.

3.7 Both the duration and the velocity of the outgoing tidal current is increased during and after periods of heavy rain; the incoming current is correspondingly reduced. These changes are

very small in the river entrance, but increase farther upriver; off

Immingham, the outgoing current may continue to run up to

almost 1 hour after the time at which the incoming current

normally begins.

3.7 In the river entrance, the tidal currents run in the direction of

the channel across Chequer Shoal, around Spurn Head, in

Hawke Channel, and in Sunk Road; across Chequer Shoal, the

currents are very strong and in Hawke Channel, they are

subject to sudden changes of direction. The currents are

generally stronger in the channels of the river than over the

banks on both sides.

3.7 Between Grimsby and Immingham, the tidal currents run

generally in the direction of the channel, but the incoming

current on the NE side of the river sets strongly across Holme

Ridge to the channel W of Foul Holme Spit.

3.7 Off Immingham, the spring velocities of the flood and ebb

are about 3 knots and 5 knots, respectively; however, they may

reach 4 knots and 7 knots, respectively, under exceptional

circumstances. The dividing line between the strength of the

current in the river and the comparatively slack water between

the piers varies slightly in position, but is normally on a line

joining the elbows of the piers, bending slightly in the center

towards the lock entrance. It is somewhat nearer the lock

entrance at HW than at LW. The dividing line can frequently be

seen on the surface. The division between the weak currents at

the piers and the slack water at the lock entrance occurs on a

line between the outer ends of the masonry piers, where they

join the pile piers.

3.7 In the river above Hull and in the lower reaches of the River

Ouse and the River Trent, tidal currents normally run at

velocities of 3 to 4 knots, but may exceed 6 knots at times. A

bore occurs in the River Trent at equinoctial spring tides.

3.7 The quantity of fresh water increases as the river is ascended

and on the surface, the outgoing current is observed to be

stronger and of longer duration than the incoming current.

3.7 Depths—Limitations.—In the approach to the River

Humber, the depths are singular and therefore useful in making

this river in thick weather. The special feature, New Sand Hole,

is a narrow and deep depression which has depths of 15 to 44m

within it and depths of 9 to 16m on each side. At its NE end,

this depression expands into an irregular basin with depths of

18 to 31m, sand.

3.7 With the exception of New Sand Hole, the depths off the

River Humber, S of Dimlington, though somewhat irregular,

nowhere exceed 23m, except in another depression which extends W from the SW end of New Sand Hole to about 2 miles S

of Spurn Head; the bottom consists of sand and stones over an

hardened brown clay. The Binks and Outer Binks shoals extend

up to about 4 miles E of Spurn Head. Chequer Shoal, with

depths of less than 4.6m, lies SE of The Binks and forms the N

side of the channel between New Sand Hole and Spurn Head.

3.7 Haile Sand Flat, on the S side of the approach to the Humber,

extends about 3.8 miles NNE from Donna Nook. Depths of 1

to 4.2m lie within 0.8 mile of the N edge of this shoal. Depths

of less than 11m extend NE from Donna Nook to a position

lying off the SE side of New Sand Hole.

3.7 Bull Sand shoal lies in mid-channel, 1.5 miles SW of Spurn

Head. Haile Channel is located on the S side of Bull Sand and

Bull Channel is located on the N side. The Middle, an extensive shoal, lies about 4 miles WNW of Spurn Head. Both of

these shoals are subject to great changes in depths and configuration.

3.7 Hawke Channel, leading to the dredged passage through

Sunk Road, is located N of The Middle. The Sunk Dredged

Channel is about 215m wide and maintained at or near its

designed depth of 8.8m.

3.7 Grimsby Middle Channel is located to the S side of The

Middle. When navigating in this channel, vessels inbound

should keep to the N side of the channel and vessels outbound

should keep to the S side of the channel; all vessels should

comply with the navigation aids which mark shoal patches

within the fairway.

3.7 Between the W end of the Sunk Dredged Channel and Immingham, the channel fairway is indicated by a range.

3.7 Above Immingham, the channel configuration is subject to

frequent change and the fairways are well-marked by lighted

buoys and light floats, which are moved as necessary; the least

depth in the channel as far as Hull Roads was reported to be

6.2m.

3.7 Limitations for entry to the various ports on the Humber are

governed by the state of the tide together with the physical

dimensions of the vessel. See Depths and Limitations for the

individual ports.

3.7 Aspect.—Humber Light Float (53°38.7'N., 0°21.2'E.),

equipped with a racon, is moored about 9 miles NE of Spurn

Head and about 2 miles N of the NE end of New Sand Hole.

3.7 Spurn Light Float (53°33.5'N., 0°14.2'E.), equipped with a

racon, is moored about 4.6 miles E of Spurn Head.

3.7 Outer Sand Lighted Buoy (53°36.4'N., 0°29.5'E.),

equipped with a racon, is moored about 14 miles ENE of Spurn

Head.

3.7 South Sand Lighted Buoy (53°35.6'N., 0°25.3'E.) is

moored about 12.5 miles ENE of Spurn Head and 1.8 miles

SW of Outer Sand Lighted Buoy.

3.7 Spurn Head (53°35'N., 0°07'E.), the N entrance point of the

river, is formed by the S extremity of a tongue of land. A pilot

and VTS control station is situated here. A conspicuous

disused light structure, 39m high, stands on the tongue, about

0.5 mile NE of the head and another old disused light structure

stands on the foreshore close W of it.

ABP Humber Home Page

http://www.humber.com
Sector 3. England—Flamborough Head to the Thames Estuary 51

Pub. 192

3.7 Rough Gas Field (53°50'N., 0°28'E.), with a prominent

lighted platform complex, is located about 20 miles NE of

Spurn Head.

3.7 The S side of the entrance between Donna Nook and

Grimsby, 9 miles NW, is low, as are all the shores of river, and

fronted by extensive sands.

3.7 Bull Sand Fort stands 1.5 miles SW of Spurn Head and is

marked by two lighted buoys. Bull Light Float is moored about

0.4 mile ESE of the fort. 

3.7 Haile Sand Fort, marked by a light, stands about 3.5 miles

SW of Spurn Head and is surmounted by a mast, 6m high.

3.7 The Humber Bridge (53°42'N., 0°27'W.), with a main span

of 1,410m, is one of the longest single span suspension bridges

in the world and crosses the river about 5 miles above Hull

Roads; the two conspicuous towers, 161m high, can be seen for

a considerable distance. The bridge has a vertical clearance of

30m.

3.7 Numerous small havens are situated on both banks of the

river and are shown on the chart; the approach channels are

marked by buoys or beacons. These havens contain many small

marinas and are mainly used by pleasure craft. They generally

dry and have depths of 1.5m at HW (see paragraph 3.12).

3.7 For additional landmarks located within the estuary, see

Aspect listed under the individual ports.

3.7 For information concerning the Traffic Separation Scheme

(TSS) situated off the entrance to the River Humber, see Directions. 

3.7 Pilotage.—Humber Pilotage Control and Vessel Traffic

Service (VTS) are combined in a single center located at Spurn

Spurn Light Float

Spurn Head

Spurn Head Lighthouse (disused) 

Spurn Head Disued Lighthouses 

Bull Sand Fort
52 Sector 3. England—Flamborough Head to the Thames Estuary 

Pub. 192

Head. The Humber Pilotage Area includes the VTS area (see

Regulations) and extends seaward to longitude 0°40'E.

3.7 Pilot ordering for inbound or outbound passages must be

made to the Humber VTS center by facsimile, telephone, telex,

or the appropriate VHF channel (VHF channel 12, 14, or 15).

Pilot ordering may not be made by e-mail.

3.7 Inbound vessels from seaward should make their requests for

pilotage on VHF channel 14. 

3.7 In the approaches to the River Humber, VHF channel 13 is

used as an intership channel and for communication between

pilot boats and vessels embarking or disembarking pilots.

3.7 Pilotage is compulsory for vessels of 60m in length and over

and all vessels carrying dangerous substances in bulk within

the pilotage area. Pilotage is also compulsory for vessels 40m

in length and over and all vessels carrying dangerous substances in bulk above Goole.

3.7 Vessels requiring pilotage, or their agent, should send an

ETA message to the Humber VTS center at least 12 hours in

advance of arriving at the seaward limit of the pilotage area.

The message must state the following:

1. Name. 

2. Call sign.

3. Draft.

4. Length.

5. Deadweight tons, grt, and nrt.

6. Air draft (if bound above the Humber Bridge or Steel

Terminal at Hull or Goole).

7. Billing agency.

8. Last port of call or anchorage.

9. ETA at Spurn Light Float.

10. Destination dock or berth.

11. Tugs ordered and tug company.

12. Cargo details, including any hazardous cargo.

13. If pilot is required and boarding position.

14. Pilot Exemption Certificate number and name.

15. Any defects.

16. ISPS level.

17. Other information as necessary.

3.7 All inbound vessels must confirm their ETA not later than 2

hours 30 minutes prior to arriving at Alpha Lighted Buoy

(53°32.8'N., 0°13.3'E.) on VHF channel 14. This confirmation

is required under all circumstances and is not dependent on the

availability of a berth or berthing time.

3.7 Vessels exempted from pilotage, in addition to the ETA

confirmation above, must also advise Humber VTS on the appropriate VHF channel when passing the Reporting Points (see

Regulations), when shifting berths, and when leaving any river

berth or lock. 

3.7 All outbound vessels departing from any port or berth within

the pilotage area must send a request for pilotage to Humber

VTS and give 2 hours advance notice.

3.7 Communications with Humber VTS is made, as follows: 

1. For initial calling and safety vessels may use VHF

channel 16. 

2. Within the pilotage area from seaward up to the

meridian of No. 4A Clee Ness Light Float (53°39.8'N.,

0°02'E.), vessels should use VHF channel 14.

3. From the meridian of No. 4A Clee Ness Light Float to

the Humber Bridge, vessels should use VHF channel 12.

4. Above the Humber Bridge, vessels should use VHF

channel 15.

3.7 Pilots boarding and discharging positions are, as follows: 

1. Deep-draft vessels (53°39'N., 0°22.0'E.).—Pilot

board about 1.5 miles NE of the Humber Light Float. The

term deep-draft vessels refers to Very Large Ships (VLS),

meaning vessels greater than 40,000 dwt, gas carriers greater

than 20,000m3

, or vessels with drafts greater than 11m.

Pilots may also board VLS at deepwater anchorage stated

below.

2. PB1 (Papa Bravo 1) (53°33.3'N., 0°15.0'E.).—This

is the main pilot boarding area for all inbound vessels,

except for VLS and other large or complex vessels, and is

located about 0.5 mile SE of Spurn Light Float. 

3. PB2 (Papa Bravo 2) (53°34.4'N., 0°16.5'E.).—This

is the boarding position for large vessels inbound via New

Sand Hole TSS and is located in the vicinity of S Binks

Light Buoy. 

4. PB3 (Papa Bravo 3) (53°33.2'N., 0°18.0'E.).—This

is the boarding position for large or complex vessels for

inbound vessels entering via Inner Sea Reach TSS and is

located in the vicinity of Inner Sea Reach Light Buoy. 

5. River Trend and River Ouse (53°44.1'N.,

0°20.5'E.).—For vessels exempt from complusory pilotage

on the River Humber and which require pilot for River Trend

and River Ouse board in Hull Roads off Riverside Quay, in

Albert Dock. 

6. Outward (53°32.5'N., 0°15.0'E.). All vessels, except

Very Large Ships, discharge the pilot at 1 mile E of Haile

Sand Light Buoy. 

7. Humber Deepwater Anchorage.—Large vessels, a

waiting for pilot should anchor in the deep-water anchorage

centered about 3.5 miles SE of the Humber Light Float. The

limits of the anchorage are marked by four lighted buoys

containing three designated berths, each with a swinging

radius of 0.5 mile. However, vessels anchored in this area

have been known to drag at the rate of up to 2 knots in a N

direction toward the gas pipelines situated 4 miles N.

3.7 Regulations.—Vessels sheltering, anchoring, or moving

The Humber Bridge
Sector 3. England—Flamborough Head to the Thames Estuary 53

Pub. 192

within the river should not transfer fuel, goods, spares, materials, or personnel between vessels without first obtaining permission from the harbormaster via Humber VTS. 

3.7 Vessels must not cross a fairway in such a manner as to cause

inconvenience or danger to other vessels.

3.7 Vessels not confined to a fairway by reason of draft shall not

impede other vessels confined to the fairway.

3.7 Vessels turning round shall give four short blasts on the

whistle followed by one short blast if turning to starboard and

two short blasts if turning to port.

3.7 Vessels are cautioned to prevent their wash causing damage

to other vessels moored alongside. Such vessels should reduce

their speed to less than 5 knots.

3.7 Vessels navigating against the tidal current shall on approaching bends, bridges, or fairways reduce speed or stop in

order to allow vessels navigating with the current to pass clear.

This rule does not apply if the former vessel is constrained or

can only navigate safely within the fairway.

3.7 The Humber Serious Marine Emergency Plan (HSMEP) is a

contingency plan developed to deal with any marine accident

or emergency including oil pollution within the river. Details of

this plan and the emergency will be broadcast by Humber VTS

on VHF channels 12, 14, and 16.

3.7 Any vessels within the river that are involved in incidents

such as collisions, fires, groundings, spillages, fouling of

pipelines or cables etc. should immediately contact Humber

VTS on VHF channel 16 or the other appropriate area channel. 

3.7 Special passage procedures for vessels of 40,000 dwt and

over (whether laden, partly laden, or light), vessels with a draft

of 11m and over, and gas carriers with a capacity of 20,000

cu.m. and over (irrespective of draft) are in effect when bound

to and from the following facilities:

1. Tetney Monobuoy (see para 3.8).

2. Immingham Oil Terminal (see para 3.10).

3. Immingham Gas Terminal (see paragraph 3.10).

4. South Killingholme Oil Terminal (see para 3.10).

5. Immingham Bulk Terminal (see para 3.10).

6. Humber International Terminal (see para 3.10).

7. Salt End Oil Terminal (see para 3.11).

3.7 Such vessels must follow the procedures stated in the

Humber Passage Plan, which has been prepared by Associated

British Ports (ABP) Humber to facilitate the safe movements

of large vessels in the river. These large vessels generally embark two pilots. They should also allow an underkeel clearance

of 2m while transiting the traffic lanes situated SE of Spurn

Head due to sea and swell conditions and turning maneuvers. 

3.7 Humber VTS may be contacted by e-mail, as follows:

3.7 Vessel Traffic Service.—Humber Vessel Traffic Service

(Humber VTS) is divided into three operational areas, as follows:

1. Area 1 extends W from seaward to the meridian of

No. 4A Clee Ness Light Float (53°35'N., 0°02'E.). The

seaward limit is bound by a line joining the following: 

a. Easington Church (53°39.0'N., 0°06.9'E.).

b. Position 53°40.0'N, 0°30.0'E. 

c. Position. 53°30.0'N, 0°30.0'E.

d. Donna Nook (53°28.4'N., 0°09.2'E.).

2. Area 2 extends upriver from the meridian of No. 4A

Clee Ness Light Float to the Humber Bridge. 

3. Area 3 extends upriver from the Humber Bridge to

Gainsborough, on the River Trent, and Goole, on the River

Ouse. 

3.7 The Humber VTS procedures are mandatory for all vessels

over 50 grt and those vessels carrying dangerous cargoes.

3.7 Communication with Humber VTS should be carried out, as

follows: 

1. Within Area 1, vessels should use VHF channel 14.

VHF channel 13 may be used for intership communication. 

2. Within Area 2, vessels should use VHF channel 12.

VHF channel 10 may be used for intership communication.

3. Within Area 3, vessels should use VHF channel 15.

VHF channel 10 may be used for intership communication.

3.7 All times should be given in local time using the 24-hour

notation.

3.7 All vessels within the pilotage area should keep a continuous

watch on the appropriate VHF channel.

3.7 All inbound vessels should send a report to the Harbor

Master via Humber VTS at least 24 hours in advance or within

1 hour of leaving a previous port of call where such port is not

situated within the River Humber. The report should include an

ETA and the same information as listed above in the request for

pilotage message.

3.7 Vessels should report to Humber VTS on VHF channel 14

when 2 hours 30 minutes from Alpha Lighted Buoy

(53°32.8'N., 0°13.3'E.), They should then maintain a continuous listening watch on VHF channels 14 and 16.

3.7 To avoid congestion on the main VHF channels, vessels

wishing to communicate with each other, for the purpose of

navigation only, should initially use the appropriate VHF channel for the area and then move to the appropriate intership

channel. Vessels are required to keep a continuous listening

watch on the main operational VHF channel but not on the

intership channel. 

3.7 Inbound vessels are required to contact Humber VTS on the

appropriate VHF channel when passing the following Reporting Points:

1. When entering the TSS and passing either Humber

Lighfloat (53°38.7'N., 0°21.4'E.), Outer Sea Reach Lighted

Buoy (53°32.7'N., 0°23.0'E.), or Outer Rosse Reach Lighted

Buoy (53°29.8'N., 0°20.9'E.). 

2. When the pilot is embarked.

3. When passing Spurn Light Float (53°33.5'N.,

0°14.2'E.).

4. When anchoring and not proceeding to a port.

5. When passing the meridian of No. 4A Clee Ness

Light Float (53°35'N., 0°02'E.). (Change from VHF channel

14 to channel 12).

6. When passing Sunk Split Lighted Buoy (53°37.1'N.,

0°04.6'W.).

7. When passing No. 19 Paull Sand Lighted Buoy

(53°42.0'N., 0°13.7'W.).

8. When passing the Humber Bridge (53°42'N.,

0°27'W.). (Change from VHF channel 12 to channel 15).

9. When passing Brough (53°44.0'N., 0°33'W.).

10. When passing Trent Falls (53°42.0'N., 0°41'W.) for

vessels entering the River Trent or River Ouse.

hespilotage@abports.co.uk
54 Sector 3. England—Flamborough Head to the Thames Estuary 

Pub. 192

11. When passsing Skelton Railway Bridge (River Ouse).

12. When passsing Keadby Railway Bridge (River Trent).

13. When made fast in any lock or alongside any berth.

14. When securely moored at a final destination berth. 

3.7 Inbound vessels intending to navigate the Sunk Dredged

Channel should obtain clearance from Humber VTS prior to

passing Spurn Head (53°34.0'N., 0°6.6'E.).

3.7 The Sunk Dredged Channel in now dredged continuously;

the least available depth is announced by Humber VTS on

VHF channels 12, 14, and 15 during regular river broadcasts.

This information is also available on request.

3.7 Outbound deep-draft vessels, which are constrained by their

draft, may occasionally navigate against the traffic flow in that

part of the TSS lying between Spurn Head and Spurn Light

Float. Vessels intending to carry out this maneuver must first

obtain permission from Humber VTS, which then broadcasts

appropriate warnings.

3.7 Vessels at anchor that are bound for a port or berth within the

River Humber must obtain clearance from Humber VTS prior

to leaving the anchorage and again when departing from the

anchorage. 

3.7 General information including visibility, weather, tidal information, aids, navigational warnings, and traffic movements

is broadcast by Humber VTS on VHF channels 12, 14, and 15

every 2 hours commencing 0103 hours LT. Prior notification is

given on VHF channel 16.

3.7 Humber VTS provides AIS coverage throughout the area.

Radar tracking is available between the seaward limit of the

VTS area and the Humber Bridge. 

3.7 Signals.—The following signals are shown from the entrances to the locks at the individual ports within the river:

1. Three vertical red lights—Vessels should not enter.

2. A white light with a green light vertically above and

below it—Vessels may enter when specific orders to do so

have been received.

3.7 Anchorage.—A deep-water anchorage area lies centered

about 3.5 miles SE of the Humber Light Float. It is used by

large vessels (see Pilotage).

3.7 Bull Anchorage, centered about 1.8 miles S of Spurn Head,

is a general anchorage area, with depths of 6 to 12m.

3.7 Haile Anchorage, which adjoins the SW side of Bull

Anchorage, is for the use of vessels carrying explosives.

3.7 Hawke Anchorage lies centered 3 miles WNW of Spurn

Head. It is used by small vessels and has depths of 4.4 to 8.8m. 

3.7 The limits of these anchorage areas may best be seen on the

chart.

3.7 Directions.—An IMO-adopted Traffic Separation Scheme

(TSS) has been established in the approaches to the River

Humber where Rule 10 of 72 COLREGS applies. This TSS is

marked by lighted buoys and may best be seen on the chart. 

3.7 The TSS includes two small Precautionary Areas lying centered 0.6 mile S and 2.8 miles SE of Spurn Head and a large

Precautionary Area lying centered 1.5 miles SE of Spurn Light

Float.

3.7 A Separation Zone extends 3.2 miles SW through New Sand

Hole (see Depths and Limitations) and connects to the NE side

of the large Precautionary Area at a position about 2 miles

ENE of Spurn Light Float. Inbound and outbound traffic lanes,

used by vessels from the NE, are situated on the NW side and

SE side, respectively, of this zone. The outer limits of these

traffic lanes are marked by lighted buoys. Large vessels should

use these traffic lanes.

3.7 A Separation Zone extends 3 miles W and connects to the E

side of the large Precautionary Area at Inner Sea Reach

Lighted Buoy (53°32.7'N., 0°18.4'E.). Inbound and outbound

traffic lanes, used by vessels from the E, are situated on the N

side and S side, respectively, of this zone.

3.7 A Separation Zone extends 2.5 miles NW and connects to

the SE side of the large Precautionary Area at Inner Rosse

Reach Lighted Buoy (53°31.2'N., 0°17.6'E.). Inbound and

outbound traffic lanes, used by vessels from the SE, are

situated on the NE side and SW side, respectively, of this zone.

3.7 A Separation Zone, connecting the E side of the outer small

Precautionary Area to the W side of the large Precautionary

Areas, extends W between Alpha Lighted Buoy (53°32.8'N.,

0°13.3'E.) and Bravo Lighted Buoy (53°32.6'N., 0°11.2'E.). An

inbound traffic lane is situated on the N side of this zone and an

outbound lane is situated on the S side.

3.7 A Separation Zone, connecting the two smaller Precautionary Areas, extends NW between Charlie Lighted Buoy

(53°32.7'N., 0°09.7'E.) and Delta Lighted Buoy (53°33.5'N.,

0°07.2'E.). An inbound traffic lane is situated on the NE side of

this zone and an outbound lane is situated on the SW side.

3.7 Caution.—The dredged channel through Sunk Road is subject to silting, so the charted depth and full width of the channel is rarely available.

3.7 Due to the changing configuration of the shoals and fairways

within the river, navigation aids are frequently moved and may

not be at the positions indicated on the chart. Only those

channels which are buoyed should be used.

3.7 Numerous dangerous wrecks lie in the approaches to the

river and may best be seen on the chart.

3.7 A measured distance course is situated adjacent to the N

bank of the river in the vicinity of the W end of the Sunk

Dredged Channel. Beacons marking the distance are situated

on the shore and can best be seen on the chart.

3.7 Several submarine gas pipelines, which may best be seen on

the chart, cross the river about 1 mile below the Salt End Oil

Terminal.

3.7 Outfall pipelines extend 1.5 miles seaward from points

located on the S bank of the river, 0.7 mile and 1.2 miles W of

Royal Dock, Grimsby. Their outer ends are marked by lighted

buoys.

3.7 Several unlit mooring buoys are situated in the river about

1.5 miles N of Grimsby and may best be seen on the chart.

3.7 Several spoil ground areas are located in the river and the

approaches and may best be seen on the chart.

3.7 Deep-draft vessels approaching from the E and SE should

not attempt to transit the E and SE traffic lane routes of the

TSS. Such vessels should proceed N and utilize the NE traffic

lane route (see Directions).

3.7 Vessels moored in the deep-water anchorage are, at times, in

danger of dragging their anchors. For further information, see

Pilotage.

3.8 Tetney Monobuoy (53°32'N., 0°07'E.), a tanker

mooring buoy, is situated off the S shore of the entrance to the

River Humber, about 2 miles S of Spurn Head. A submarine

pipeline extends for about 3 miles in a SW direction from the

monobuoy to the shore. When not in use, a floating hose pipe,
Sector 3. England—Flamborough Head to the Thames Estuary 55

Pub. 192

marked by lights, may extend up to 290m from the monobuoy.

Vessels up to 150,000 dwt (and up to 280,000 dwt, if only

partly laden), with drafts up to 15.5m, can be accommodated.

3.8 Tetney Oil Terminal can be contacted by VHF and provides

berthing instructions. Vessels should send an ETA to the

terminal 72 hours and 24 hours in advance. See regulations for

large vessels (paragraph 3.7).

3.8 Tetney Terminal can be contacted by e-mail, as follow:

3.8 Other vessels should keep a safe distance from tankers

secured to the monobuoy or maneuvering in the vicinity.

Grimsby (53°35'N., 0°04'W.)

World Port Index No. 31640

3.9 Grimsby stands on the SW shore of the River Humber, 6 miles W of Spurn Head and 14 miles below Hull. It is a

large fishing and commercial port.

3.9 Tides—Currents.—Tides rise about 7m at springs and 5.6m

at neaps.

3.9 Both the flood and ebb tidal currents are reported to circulate

around the tidal basin and, except at HWN, are reported to run

SE across the lock entrance. Winds from the NNE cause the

highest tides and those from NNW the most sea, but the swell

very seldom prevents the dock gates being opened.

3.9 Depths—Limitations.—The docks and entrance are subject

to constant dredging. The Dock Master should be consulted for

the latest information. The fairway has a least charted depth of

1.7m, but a charted depth of 1.2m lies close N of the centerline. 

3.9 The W dock complex consists of Royal Dock, Union Dock,

and Alexandra Dock. The entrance lock is approached through

the tidal basin, which is 76m wide. The lock is 90m long,

21.4m wide, and has depths on the sill of 8.2m at HWS and

6.8m at HWN. It normally operates from 1 hour 30 minutes to

30 minutes before HW, depending upon draft.

3.9 Vessels up to 145m in length and 20.6m beam can enter with

drafts up to 6.4m at springs and 5.8m at neaps; vessels of over

81.7m in length have to canal through the lock at HW. An

underkeel clearance of 0.9m is required.

3.9 Alexandra Dock is entered through Union Dock, 28m wide,

entered from Royal Dock. A small craft marina is situated in

the S part of Alexandra Dock; it can accommodate craft up to

23m in length and 4.5m draft.

3.9 Within the W dock complex, there is 1,595m of total berthage, with extensive facilities for ro-ro, bulk, container, and

automobile ferry vessels.

3.9 The E dock complex has extensive facilities for fishing vessels and supports one of the largest fishing fleets in the United

Kingdom. The entrance lock is 21m long and 13m wide, with

depths on the sill of 8.2m at HWS and 5.8m at HWN. Vessels

up to 73m in length, 12.2m beam, and 5.5m draft can enter; the

larger fishing vessels have to canal through the lock at HW.

3.9 Aspect.—The port is approached through Bull Channel and

a fairway which is marked by light floats and lighted buoys.

The harbor consists of a tidal basin and two wet dock complexes. The easternmost complex is used by fishing vessels; the

westernmost complex forms the commercial part of the port.

3.9 A conspicuous water tower stands at Cleethorpes, 1.5 miles

SE of the harbor entrance. A hydraulic tower, 94m high, stands

at the entrance to Royal Dock and is also conspicuous. A large

prominent factory, with three chimneys, is situated 1.3 miles W

of the harbor entrance; the northernmost chimney is

distinguishable by a spiral wind baffle.

3.9 Pilotage.—See pilotage for the River Humber in paragraph

3.7.

3.9 Anchorage.—Small, light-draft vessels can anchor in

Grimsby Roads; however, vessels are prohibited from anchoring in the fairway leading to the harbor entrance and within the

prohibited anchorage area indicated on the chart.

3.9 Hawke Anchorage, situated on the N side of Grimsby

Middle Channel, has depths of 4.4 to 8.8m. It is a general anchorage area for small vessels and the limits may best be seen

on the chart.

Immingham (53°38'N., 0°12'W.)

World Port Index No. 31650

3.10 Immingham stands on the SW shore of the River

Humber, 5.5 miles above Grimsby. The port consists of a wet

dock and several terminal berths which extend for about 2

miles along the river side.

Tetney Monobuoy 

tetms@conocophillpis.com

Grimsby
56 Sector 3. England—Flamborough Head to the Thames Estuary 

Pub. 192

3.10 Depths—Limitations.—The entrance lock of Immingham

Dock is 256m long and 27.4m wide. It is fitted with three pairs

of gates and divided into two sections, 160m and 96m long.

There are depths over the inner sill of 11.3m at HWS and 9.9m

at HWN. A depth of about 10.8m is maintained in the dock;

however, depths alongside the berths are subject to change.

Vessels up to 37,000 dwt, 198m in length, 26.2m beam, and

10.4m draft have been accommodated. The dock has 1,700m of

total quayage, with facilities for ro-ro, bulk, and container vessels.

3.10 Eastern Jetty and Western Jetty, which are situated on either

side of the approach to the lock, provide berths for coasters and

tankers. Vessels up to 30,000 dwt, 213m in length, and 10.3m

draft can be handled alongside.

3.10 Immingham Oil Terminal, situated below the entrance to the

lock, consists of three T-headed berths with associated mooring

dolphins. A jetty, 0.5 mile long, extends NE and connects the

berths to the shore. Tankers up to 290,000 dwt, partly laden,

366m in length, and 13.1m draft can be accommodated.

3.10 Immingham Bulk Terminal, 525m long, is situated 0.6 mile

above the entrance to the lock. It has a berth for loading coal or

coke and a berth for discharging iron ore. Vessels up to

200,000 dwt, partly laden, 303m in length, and 14m draft can

be handled.

3.10 Humber International Terminal lies adjacent to the N side of

Immingham Bulk Terminal. The terminal is 300m long and has

a depth of 14.7m alongside. Vessels up to 100,000 dwt, 265m

in length, and 14.2m draft can be handled.

3.10 Immingham Gas Terminal, situated close above Humber

International Terminal, consists of an L-shaped jetty. The berth

has a seaward face, 80m long, with associated mooring dolphins and is dredged to a depth of 12m alongside. Vessels up to

80,000m3

 capacity, 280m in length, and 11m draft can be accommodated.

3.10 South Killingholme Oil Terminal, situated close above

Immingham Gas Terminal, consists of an L-shaped jetty. The

berth has an outer face, 85m long, with associated mooring

dolphins. It has a depth of 10m alongside and can handle vessels up to 213m in length.

3.10 North Killingholme Oil Terminal, situated 2.7 miles above

the entrance to Immingham lock, consists of a T-shaped jetty

with dolphins. The berth has a depth of 10.1m alongside and

vessels up to 177m in length can be handled.

3.10 North Killingholme Haven, situated close S of the root of

North Killingholme Oil Terminal, is a cargo terminal which

provides three berths. Vessels up to 5,000 dwt, 140m in length,

and 6.5m draft can be handled.

3.10 Humber Sea Terminal, consisting of an L-shaped jetty, lies

close E of North Killingholme Oil Terminal. This jetty provides two ro-ro berths, with a depth of 9.3m alongside. The

approach channel is reported to be dredged to a depth of 7.2m.

3.10 Aspect.—Immingham may be approached by way of Hawke

Channel and the Sunk Dredged Channel.

3.10 A conspicuous chimney stands 0.5 mile SSE of the dock

entrance. Several chimneys and a flare stand in the vicinity of a

prominent oil refinery, 2.3 miles WNW of the dock entrance.

Immingham Oil Terminal 

Immingham Bulk Terminal

Humber Sea Terminal

South Killingholme Oil Terminal
Sector 3. England—Flamborough Head to the Thames Estuary 57

Pub. 192

3.10 Several lighted ranges and directional lights, situated in the

vicinity of Killingholme, indicate the approach fairways to Immingham and the main terminals. These aids may best be seen

on the chart.

3.10 Pilotage.—See pilotage for the River Humber in paragraph

3.7.

3.10 Regulations.—Inbound vessels should not proceed past Bull

Light Float without obtaining permission from Humber VTS.

3.10 Signals.—Synchronized traffic lights are shown by day and

at night from the top of the signal tower (Tower A) at the

entrance to Immingham Dock and on the signal mast (Tower

B) at Immingham Oil Terminal Jetty, as follows:

1. A white group flashing light giving two flashes, each

of 2 seconds duration, every 10 seconds—A vessel is

arriving or leaving Immingham Dock, East Jetty or West

Jetty, or is maneuvering at the Bulk Terminal.

2. A white light giving one flash of 6 seconds duration

every 15 seconds—A vessel is maneuvering off Immingham

Oil Terminal Jetty.

3.10 Anchorage.—Whitebooth Roads, 2 miles NW of the dock

entrance, affords anchorage, in depths of 5.8 to 9m.

3.10 Caution.—When entering or leaving the dock, allowance for

the tidal currents must be made and sufficient speed for good

steerage way maintained. When entering with a strong current,

vessels are advised to proceed at low speed close in to the

Western Jetty on the flood and close in to the Eastern Jetty on

the ebb.

3.10 Due to siltation, depths in the entrance to the dock are continually changing. The channel above Immingham is subject to

change and the buoys are moved accordingly.

Hull (Kingston Upon Hull) (53°45'N., 0°17'W.)

World Port Index No. 31660

3.11 Hull stands on the N shore of the River Humber at its

junction with the River Hull, 20 miles above Spurn Head. A

tidal surge barrier crosses the River Hull near its mouth. The

port, which extends for about 6 miles along the shore, consists

of wet docks, river berths, and an oil terminal. It handles

passenger and cargo vessels, and supports a large fishing fleet.

3.11 Tides—Currents.—See the River Humber in paragraph 3.7.

3.11 Depths—Limitations.—King George, Queen Elizabeth,

and Alexandra, the three main commercial wet docks, are

situated in the E part of the port. Albert and William Wright

wet docks, which are use only by fishing vessels, are situated

in the W part of the port.

3.11 The lock at the entrance to King George Dock is 228m long

and 25.7m wide. It has depths over the sill of 13.1m at HWS

and 11.5m at HWN. King George Dock has 3,423m of total

quayage and Queen Elizabeth Dock, an extension of King

George Dock, has 1,646m of total quayage. Both docks are

usually maintained at a depth of 11m. Vessels entering the

docks at HWS are generally limited to a length of 196m, a

beam of 25.5m, and a draft of 10.4m. It is reported that vessels

up to 222m in length have entered by special arrangement.

Vessels up to 5.8m draft generally have access to the docks

over the full 24-hour period on neap tides and over an 18-hour

period on spring tides. These enclosed docks have facilities for

ro-ro, bulk, ferry, container, and passenger vessels. A covered

steel berth is situated at the SE end of King George Dock on

the site of a former drydock. It can handle vessels up to 127m

in length, 20.1m beam, 7m draft, and 13.5m air draft.

3.11 Riverside Terminal 1, a ro-ro jetty, is situated 0.3 mile W of

the entrance to King George Dock. It provides a berth for

vessels up to 180m in length and 6.5m draft.

3.11 It is reported that two additional ro-ro ferry berths are to be

constructed close E of the entrance to King George Dock. 

3.11 Alexandra Dock, situated W of King George Dock, is entered through a lock 167.8m long and 25.7m wide, with a depth

on the sill of 10.4m at HWS. The dock has 4,082m of total

quayage and has been dredged to a depth of 8.3m. Vessels up to

153m in length, 23.7m beam, and 7.9m draft can enter at HWS.

There are extensive facilities for bulk vessels.

3.11 It is reported that a container terminal is under construction

outside the entrance to Alexandra Dock.

3.11 Alexandra River Quay, situated at the W side of the entrance

to Alexandra Dock, is 325m long and can handle vessels with

drafts up to 6.7m at HWS.

3.11 Old Harbor, situated 1 mile W of Alexandra River Quay,

extends about 0.5 mile upstream from the mouth of the River

Hull. It is the original harbor and is still used by coasters and

small craft up to 500 grt. A tidal surge barrier crosses the river,

about 200m above the mouth.

3.11 Albert Dock, situated 0.5 mile W of Old Harbor, and William Wright Dock, an extension, provide 3,453m of total

quayage and have depths of 6.5m. These enclosed docks are

mostly used by fishing vessels and are entered through a lock,

97m long and 24.3m wide, which has depths on the sill of 8.5m

at HWS and 7m at HWN. 

3.11 Hull Marina, situated close E of Albert Dock, is entered

through basin and a lock. It can accommodate small craft up to

22.8m in length. The depth in the marina is normally maintained at 2.5m and access is limited to 3 hours either side of

HW.

3.11 Salt End Oil Terminal, at the SE end of the port, consists of a

T-shaped jetty with two berths and associated dolphins.

Tankers up to 40,000 dwt and 214m in length can be accommodated with drafts up to 10.4m at HWS.

3.11 Aspect.—Thorngumbald Clough is a rather prominent point

on the NE shore of the river, 2.5 miles below the entrance to

King George Dock. A lighted reverse range is shown from this

point and marks the fairway adjacent to the Salt End Oil

Terminal. A disused light structure, standing 0.7 mile NNW of

the point, is prominent and two cooling towers, standing 0.8

Hull—King George Dock and Queen Elizabeth Dock
58 Sector 3. England—Flamborough Head to the Thames Estuary 

Pub. 192

mile NE of the oil terminal, are conspicuous. Lighted ranges,

which may best be seen on the chart, indicate the limits of the

deep water in the approach to the oil terminal; they are only

shown when a vessel is berthing.

3.11 Conspicuous landmarks in the vicinity of the city include a

large grain silo standing at the W side of King George Dock,

the towers of the tidal surge barrier at the mouth of the River

Hull, and the tower of Holy Trinity Church standing close

NNW of the tidal barrier.

3.11 A conspicuous aquarium building (The Deep) stands on the

E entrance point of the River Hull.

3.11 Pilotage.—See pilotage for the River Humber in paragraph

3.7.

3.11 Signals.—Tidal surge barrier signals, consisting of two pairs

of yellow quick flashing lights, are shown from each side of the

entrance to the River Hull when the river is closed to traffic.

3.11 A high intensity quick flashing light is shown from the entrance to Albert Dock to warn other traffic that vessels are

leaving the lock.

3.11 Anchorage.—Hull Road affords anchorage, in depths of 6 to

9m, mud and sand, but the upper part of the roadstead is too

shallow for large vessels. 

3.11 Caution.—Vessels of large size must not remain at anchor in

the roadstead during low water springs, as the depths are liable

to vary from those charted and grounding is possible.

3.11 Anchorage is prohibited within the areas, the limits of which

are shown on the chart, situated SW of Thorngumbald Clough,

in the approaches to the oil terminal and in the approaches to

Albert Dock.

The Upper River Humber

3.12 No directions can be given for the River Humber

above Hull due to the constant changes in the channels.

Lighted buoys, light floats, and beacons which mark the channel fairways are moved as required.

3.12 New Holland (53°42'N., 0°21'W.) is situated on the S side of

the river, 2 miles SW of the mouth of the River Hull. A Tshaped pier, formerly used by ferries, provides four berths with

depths alongside of 7m at HWS and 5.5m at HWN. Vessels up

to 6,180 dwt and 114m in length can be handled. A small tidal

dock has two berths, with depths up to 6.2m at HWS and 4.5m

at HWN. Vessels of up to 5,000 dwt and 105m in length can

enter.

3.12 Goole (53°42'N., 0°50'W.) (World Port Index No. 31670)

stands on the W bank of the River Ouse, about 24 miles above

Hull. The port provides an outlet for the inland waterway

system and consists of an extensive wet dock complex.

3.12 Depths—Limitations.—The port is approached by a

tortuous channel which is navigable by vessels with drafts up

to 5.5m at springs and 4.6m at neaps. It consists of eight

interconnected docks which may be entered through two locks.

3.12 Ocean Lock is 104m long and 24.4m wide. It has depths on

the sill of 8m at HWS and 6.1m at HWN. Victoria Lock,

Hull—King George Dock Lock (HW)

Hull—Alexandra Dock

Salt End Oil Terminal

Hull—The Deep Aquarium
Sector 3. England—Flamborough Head to the Thames Estuary 59

Pub. 192

constructed in two sections, is 145m long and 14.2m wide. It

has depths on the sill of 7.8m at HWS and 6m at HWN.

3.12 Vessels up to 100m in length, 24m beam, and 5.5m draft

have been accommodated. The dock complex has about 3

miles of total quayage, which provides 30 berths with facilities

for container, ro-ro, and bulk vessels.

3.12 Aspect.—The Humber Bridge (see paragraph 3.7) spans the

river 5.5 miles above Hull Roads and is very conspicuous.

Lights are shown from a shipyard located at Hessle Haven on

the N side of the river, about 0.7 mile E of the bridge. A

church, with a prominent spire, stands 0.4 mile NNW of the

shipyard.

3.12 A prominent chimney stands on the S side of the river, about

0.7 mile E of the bridge. A conspicuous chimney stands at a

cement factory at Ferriby Sluice, on the S side of the river,

about 3 miles above the bridge. A prominent green building

(bird observatory) stands at Barton-on-Humber, on the S side

of the river, close E of the bridge.

3.12 Brough Haven, which is used as a yacht marina, lies on the N

bank, 4.8 miles WNW of the bridge. During the Roman

occupation of Britain, this haven was the N destination of a

river ferry. 

3.12 The junction of the River Ouse and the River Trent is located

about 16 miles above Hull Roads; Goole is situated on the

River Ouse, about 8 miles above the junction. The channel

leading to Goole above the junction is marked by shore lights

and beacons.

3.12 Pilotage.—Pilotage from Hull to Goole is compulsory for

vessels over 60m in length and all vessels carrying dangerous

substances. Local knowledge of the channels is absolutely

necessary and all vessels are advised to obtain the services of a

pilot. For further information, see pilotage for the River Humber in paragraph 3.7.

3.12 Caution.—A submarine cable area lies about 4 miles W of

Hull Roads and may best be seen on the chart.

3.12 Overhead power cables, with vertical clearances of 43 and

34m, span the River Ouse, about 3 miles above the junction.

3.12 Several swing bridges span the River Ouse between Goole

and Selby.

3.13 Howden Dyke (53°45'N., 0°52'W.), situated 2.5 miles

above Goole, has four jetty berths with 230m of total quayage.

Vessels up to 3,300 dwt, 88m in length, and 14m beam can be

handled with drafts up to 5m at HWS and 3m at HWN. Vessels

take the ground on soft mud at LW.

3.13 Selby (53°47'N., 1°04'W.), situated about 16 miles above

Goole, has a quay 75m long. Vessels up to 1,800 dwt, 75m in

length, and 4m draft have been accommodated alongside;

however, vessels over 61m in length may only be handled at

certain states of the tide.

3.13 Several small private wharves are situated within the River

Trent as far as Keadby, 7 miles above the junction with the

River Ouse. They can handle vessels between 90m and 100m

in length, with drafts up to 5.5m at HWS and 3.1m at HWN.

3.13 Small vessels up to 1,000 dwt and about 4m draft, depending

on the tide, can reach Gainsborough, which is situated on the

River Trent, 62 miles from the sea. However, they have to pass

Goole

Ferriby Sluice (cement factory chimney)

Barton-on-Humber (bird observatory)

Brough Haven—River Humber
60 Sector 3. England—Flamborough Head to the Thames Estuary 

Pub. 192

under the bridge at Keadby which has a vertical clearance of

only 5m. In addition, vessels are limited to about 58m in length

because of the sharp bends in the river.

3.13 Pilotage.—Pilotage above the port of Goole is not compulsory, but is recommended for all vessels without local knowledge.

The River Humber to The Wash

3.14 Off-lying banks and dangers.—Sole Pit (53°40'N.,

1°32'E.), located about 50 miles E of the entrance of the River

Humber, is a submarine valley with depths of 36 to 91m.

Barque Gas Field (53°37'N., 1°32'E.) and Sole Pit Gas Field

(53°34'N., 1°38'E.) are located in the vicinity of this valley.

3.14 Well Hole (53°43'N., 1°51'E.), a narrow submarine valley,

lies 11 miles ENE of Sole Pit and has depths of 37 to 80m.

3.14 Coal Pit (53°30'N., 1°45'E.), another submarine valley, lies

about 7 miles SE of the S end of Sole Pit and has depths of 31

to 73m. Clipper Gas Field (53°28'N., 1°44'E.) lies in the

vicinity of this valley.

3.14 Silver Pit (53°30'N., 0°40'E.) is a deep submarine valley

which lies directly across the approach to the River Humber

and about 20 miles from the entrance. It has depths of 32 to

98m. In the central area, the increase in depths is very rapid on

both sides; in some cases from 22 to 73m within a very short

distance. At the N and S ends of the valley, the transition is not

so abrupt. The edge of this deep valley is usually marked by

tide ripples, and in thick weather they are a very useful position

guide.

3.14 Amethyst Gas Field (53°37'N., 0°43'E.) lies near the N end

of Silver Pit, about 20 miles E of Spurn Head.

3.14 Indefatigable Banks (53°32'N., 2°21'E.), lying about 75

miles E of the entrance to the River Humber, are the outermost

of a series of narrow, parallel banks which are located in the

approach to the river. These banks consist of two narrow ridges

with a least depth of 12.6m.

3.14 Swarte Bank (53°24'N., 2°10'E.), about 20 miles long, lies 5

miles SW of the SW part of Indefatigable Banks and is another

narrow ridge. Patches and smaller ridges, with depths of less

than 18m, lie between Indefatigable Bank and Swarte Bank

and within 20 miles NW of Swarte Bank. A sand wave

formation, with depths of less than 18m in places, lies about 3

miles SW of the NW end of Swarte Bank.

3.14 Broken Bank (53°21'N., 2°05'E.), Well Bank (53°16'N.,

2°00'E.), and Inner Bank (53°12'N., 2°02'E.) lie to the SW,

within 13 miles, and parallel to Swarte Bank. These dangers

have depths of less than 10m and are entirely unmarked. Every

precaution should be taken when approaching them. Crossing

these banks, especially in heavy weather, should not be

attempted unless the vessel’s position is accurately known.

3.14 A sand wave formation, with depths of less than 18m in

places, lies midway between Well Bank and the S extremity of

Broken Bank.

3.14 Ower Bank (53°11'N., 1°56'E.) lies about 1.5 miles SW of

Inner Bank and runs nearly parallel to the other ridges in this

area. The shallowest areas of this bank are indicated by smooth

ripplings during the strength of the tidal current. In rough

weather, the sea breaks over this bank. Several patches, with

depths of less than 5m, lie near its SE end and a wreck, with a

depth of 1.5m, lies on the SW side of the NW patch.

3.14 Caution.—Numerous gas fields and submarine pipelines lie

in the vicinity of Indefatigable Bank, Swarte Bank, Broken

Bank, Well Bank, Inner Bank, and Ower Bank and may best be

seen on the chart (see paragraph 3.1).

3.15 Leman Bank (53°06'N., 1°59'E.) lies about 3 miles

SW of Ower Bank and runs parallel to it. This bank is about 23

miles long NW and has a least depth of 3.4m. Haddock Bank,

with depths of 5 to 20m, lies close NW of the NW end of

Leman Bank.

3.15 Leman Gas Field (53°04'N., 2°12'E.), an extensive platform

complex, lies E of the S end of Leman Bank.

3.15 Smiths Knoll (52°53'N., 2°12'E.) is a narrow shoal ridge

lying parallel with the coast between Cromer and Yarmouth,

about 20 miles offshore. The E side of this shoal ridge is steepto and a least depth of 4.6m lies near the middle of the ridge,

about 8.5 mile S of the SE end of Leman Bank.

3.15 Smiths Knoll Lighted Buoy (52°44'N., 2°18'E.), equipped

with a racon, is moored in the vicinity of the S end of this shoal

ridge.

3.15 Hewett Ridges (52°59'N., 2°00'E.) consists of two shoal

banks lying W of the N part of Smiths Knoll. The N bank is

steep-to on its NE side and has a least depth of 7.9m. The S

bank lies 5 miles W of the middle of Smiths Knoll and has

depths of 9 to 18m. Numerous wrecks, some dangerous to

navigation, lie S of Hewett Ridges and W of Smiths Knoll.

3.15 Outer Dowsing Shoal (53°27'N., 1°07'E.), with a least

depth of 3.9m, lies with its NW end located 33 miles E of the

entrance to the River Humber. It extends for about 13 miles SE

and is marked at the N extremity and W side by lighted buoys.

Vessels should avoid the area lying close NE of the shoal,

especially during heavy weather, as it has irregular bottom

soundings.

3.15 Cromer Knoll Shoal (53°18'N., 1°18'E.) lies about 6 miles

SE of the S extremity of Outer Dowsing Shoal and has a least

depth of 5.5m. Inner Cromer Knoll, with detached patches, lies

5.5 miles SE of Cromer Knoll Shoal and has a least depth of

9.2m. 

3.15 Caution.—Several areas, within which unexploded ordnance exists, lie in the vicinity of the above shoals and may

best be seen on the chart.

3.16 Triton Knoll (53°24'N., 0°53'E.) lies about 27 miles

ESE of the entrance to the River Humber and about 10 miles

SSW of the N extremity of Outer Dowsing Shoal. It consists of

many detached patches with a least depth of 6.1m. Tide rips

indicate the position of this shoal.

3.16 A small group of shoals, with a least depth of 7.9m, lies

within 6 miles SE of Triton Knoll and is marked by tide rips at

LW.

3.16 Dudgeon Shoal (53°16'N., 0°57'E.) lies about 13 miles W of

Cromer Knoll and has a least depth of 4.3m. East Dudgeon

Shoals, with a least depth of 4.2m, extend 4 miles N from the

SE end of Dudgeon Shoal and are marked by a lighted buoy.

North Ridge, with a least depth of 5.5m, is practically an

extension to the WNW of Dudgeon Shoal. The overfalls on

North Ridge are very conspicuous at LW, when there is a

strong tidal current running across it.

3.16 Additional shoals, with depths of less than 11m, lie up to 3.5

miles N of North Ridge.
Sector 3. England—Flamborough Head to the Thames Estuary 61

Pub. 192

3.16 Race Bank (53°11'N., 0°54'E.), lying 5 miles SW of

Dudgeon Shoal, has a least depth of 1.8m. It is about 10 miles

long and is marked at the NW and SE ends by lighted buoys.

An extension to this bank, with depths of less than 11m,

connects the NE side to the W extremity of North Ridge and is

marked by a lighted buoy.

3.16 The remaining off-lying shoal banks and dangers, which are

located inshore of those above, are described along with the

coastal features.

3.16 Caution.—Numerous oil and gas fields, in addition to those

mentioned, lie in the vicinity of the above shoal banks and may

best be seen on the chart (see paragraph 3.1).

3.16 Numerous dangerous wrecks lie within the vicinity of the

above shoal banks and may best be seen on the chart.

3.17 Directions.—The off-lying banks and dangers in the

approach to the River Humber lie within 90 miles E through

SE of the River Humber entrance. Between these banks and

dangers are several available passages for vessels leaving or

approaching the coast. For vessels approaching from the N, the

channel between Dogger Bank (54°40'N., 2°20'E.) and the

coast is broad and open. For vessels proceeding to or from the

E (German Bight), the channel through Outer Silver Pit

(54°05'N., 2°10'E.) is wide and free from dangers (see paragraph 3.4), with due regard being paid to the depths over the

wrecks. However, during strong NW winds, vessels are advised to proceed SW of Leman Bank (53°07'N., 1°56'E.) and

then through Outer Dowsing Channel.

3.17 Outer Dowsing Channel (53°25'N., 1°00'E.) leads between

Outer Dowsing Shoal and Cromer Knoll, on its E side, and Triton Knoll and East Dudgeon Shoals, on its W side. It is about 7

miles wide and marked on the E side by lighted buoys, which

are moored on the W side of Outer Dowsing Shoal.

3.17 A narrow deep-water fairway, with depths over 18m, lies

within the channel, close W of Outer Dowsing Shoal. The

remainder of the channel has depths of 10 to 18m, except for

the small group of shoal patches, previously mentioned, which

lie within 6 miles SE of Triton Knoll (53°24'N., 0°53'E.).

3.17 BID Dowsing Platform (53°34'N., 0°53'E.), equipped with

a racon, stands about 4.5 miles W of the N end of Outer

Dowsing Shoal; a light is shown from it. This platform marks

the NW end of Outer Dowsing Channel.

3.17 Dudgeon Lighted Buoy (53°17'N., 1°16'E.), equipped with

a racon, is moored close W of Cromer Knoll and marks the SE

end of Outer Dowsing Channel.

3.18 Offshore route.—The main coastal route, for vessels

proceeding S from Scotland or the N part of England into the S

part of the North Sea, leads S and SSE to the vicinity of the

Humber Light Float (53°39'N., 0°20'E.). It passes E of

Flamborough Head and clear of Rough Gas Field (53°50'N.,

0°28'E.).

3.18 The route then leads SE from a position located about 6

miles NE of the Humber Light Float to the N end of Outer

Dowsing Channel (53°25'N., 1°00'E.). Vessels should pass SW

of Amethyst Gas Field (53°37'N., 0°44'E.) and SW of BID

Lighted Platform (53°34'N., 0°53'E.).

3.18 The route continues in a general SE direction though Outer

Dowsing Channel and passes SW of Dudgeon Lighted Buoy

(53°17'N., 1°16'E.) and SW of Inner Cromer Knoll (53°17'N.,

1°16'E.).

3.18 From a position located about 5 miles SW of Inner Cromer

Knoll, the route leads ESE between Leman Bank and Hewett

Ridges to a position E of the N end of Smiths Knoll (52°53'N.,

2°12'E.). Vessels must stay clear of the North Hewett Gas Field

(53°06'N., 1°46'E.).

3.18 From E of Smiths Knoll, the route leads SSE and passes E of

Smiths Knoll Lighted Buoy (52°44'N., 2°18'E.). It then continues S and SSW into the S part of the North Sea.

3.18 The above channel is reduced to a width of about 3 miles at

its SE end, between Leman Bank and Smiths Knoll; vessels

must exercise caution in the vicinity of the adjacent gas fields.

3.18 The outer channels lying between Swarte Bank, Broken

Bank, Well Bank, and Inner Bank are straight and about 4

miles wide, except for the latter, which is 2 miles wide. These

channels, which have moderate depths, should not be used

except in good weather and when vessels are certain of their

positions, as no aids are visible on the shore and the channels

are not buoyed.

3.18 Large vessels transiting S from Scotland or the N part of

England may initially proceed ESE and, passing E of Indefatigable Banks (53°32'N., 2°21'E.), join the main North Sea

Deep Water Routes (see paragraph 6.5). By doing so, the

offshore banks are circumvented.

3.18 Deep-draft vessels proceeding from Dover Strait to ports on

the NE coast of England are recommended to follow the DW

Route and then approach the coast through Outer Silver Pit

(54°05'N., 2°10'E.).

3.19 Inshore routes.—From a position located about 6

miles NE of the Humber Light Float (53°39'N., 0°20'E.), an

inner route leads outside of Protector Overfalls and Inner

Dowsing, and between Docking Shoal and Race Bank. It then

leads N of Sheringham Shoals and between Leman Bank and

Hewett Ridges. 

3.19 Inner Dowsing Offshore Wind Farm.—Twenty seven

wind turbines, centered on 53°11.5'N, 0°26.8'E within a

submarine cable area that extends about 3 miles N/S and 1.5

miles E/W. Seven wind turbines marking the outer limits of the

wind farm are lit, as shown on the chart. There are several

under development in the approaches to The Wash in the

following sites:

BID Dowsing Lighted Platform (Amethyst Field)

Lynn 53°08.1'N 0°27.0'E

Race Bank 53°18.8'N 0°44.9'E
62 Sector 3. England—Flamborough Head to the Thames Estuary 

Pub. 192

3.19 Lynn Offshore Wind Farm.—An area marked by lighted

buoys (cardinal and special) centered on 53°08.2'N, 0°27.6'E

and extends about 2 miles N/S and 2.75 miles E/W. 

3.19 Sheringham Shoal Offshore Wind Farm.—A

development area marked by lighted buoys (cardinal and

special) centered on 53°08.1'N, 1°08.7'E and extends about

3.25 miles N/S and 3.5 miles E/W. 

3.19 While these wind farms are being constructed, partially built

structures may exist within the area marked by lighted buoys.

There also are structures totally or partially submerged

submerged and they are not marked. 

3.19 The route, which leads towards Cromer (52°56'N., 1°18'E.),

should only be used by vessels with local knowledge.

3.19 Vessels proceeding N may pass either N or S of Sheringham

Shoal (53°03'N., 1°10'E.) or Race Bank. However, the vessel’s

draft, in addition to the tidal conditions, must be taken into

account in the selection of these passages.

3.19 For light-draft vessels, which can pass W of Protector

Overfalls, the channel towards Cromer, leading between

Docking Shoal and Burnham Flats, is suitable.

3.19 The Would (52°52'N., 1°40'E.), a channel 7 miles wide lying

between Haisborough Sand and the coast, leads SE from

abreast Cromer to Haisborough Gat (52°48'N., 1°56'E.) (see

paragraph 3.34). 

3.19 Vessels may pass between Sheringham Shoal and Blakeney

Overfalls, and then between Docking Shoal and Burnham Flat.

However, deep-draft vessels should proceed through the

channels passing N of Docking Shoal.

3.19 Light-draft vessels bound for The Wash, after passing

Cromer, may proceed, with a suitable condition of tide, along

the coastal route passing N of Bridgirdle and through The Bays

(52°59'N., 0°32'E.) or Sledway (53°02'N., 0°34'E.). Local

knowledge is required.

3.19 Caution.—In regard to all the routes described above, the

IMO strongly recommends that vessels constrained by their

draft or proceeding infrequently in this area use the services of

a Deep Sea Pilot.

3.19 See caution under General Remarks in paragraph 3.1 for

information concerning production platforms.

3.19 Numerous dangerous wrecks lie in the vicinity of the above

routes and may best be seen on the chart.

3.20 Skegness (53°09'N., 0°20'E.), at the NW side of the

entrance to The Wash, is situated 21 miles SSE of Donna

Nook, the S entrance point of the River Humber. The coast

between is composed of sand hills. The flat, which fronts this

stretch of coast, shelves gradually from the shore to a depth of

over 10m, about 10 miles offshore abreast Saltfleet (53°25'N.,

0°10'E.) and 5 miles offshore abreast Ingoldmells Point. Here,

it merges into the shoals which form the bar at the N end of

Boston Deep, on the W side of the entrance to The Wash. A

narrow channel leads into Saltfleet and can be used by small

vessels with drafts up to 1.5m within 3 hours of HW.

3.20 The most conspicuous landmarks along this coast include a

tower, 8m high, standing on the foreshore, 2 miles SSE of Saltfleet; the extensive convalescent home building at Mablethorpe

(53°20'N., 0°15'E.); and the windmill at Ingoldmells, 2.5 miles

N of Skegness. In very clear weather, the tall spire of the

church at Louth, 7 miles WSW of Saltfleet, may be seen from

seaward. In addition, the Lincolnshire Downs may be seen in

the background.

3.20 Saltfleet can be identified by the numerous trees in its

vicinity and the conspicuous tower of a church, which stands

about 1 mile S of the village. This church tower is the most

conspicuous of several which stand along this part of the coast.

3.20 Within Ingoldmells Point, two churches can be seen from

seaward. Another prominent church stands about midway

between the point and Skegness.

3.20 Caution.—Saltfleet Overfalls, Theddlethorpe Overfalls, and

Trusthorpe Overfalls, with depths of less than 10m, lie about 2

to 4 miles offshore abreast the respective places from which

they take their names, S of the River Humber. These patches lie

so close together that they are practically one bank.

3.20 Protector Overfalls (53°25'N., 0°25'E.), with a least depth of

3.9m, lies about 8 miles E of Saltfleet and is marked by a

lighted buoy. Several detached patches, with depths of less than

11m, lie up to 4.5 miles E and 5 miles S of this shoal bank.

3.20 A firing area, marked by buoys, is situated between Donna

Nook and Saltfleet and extends about 6 miles seaward.

3.20 Submarine gas pipelines, which may best be seen on the

chart, extend seaward from the vicinity of Theddlethorpe

(53°22'N., 0°13'E.) to the offshore gas fields.

The Wash

3.21 The Wash (53°00'N., 0°20'E.) is a deep bight lying 33

miles S of the River Humber. It is, for the most part, occupied

by numerous and dangerous sands, some of which skirt the

coast, while others lie a considerable distance offshore.

Through these sands, several rivers, which have their outlets in

The Wash, find their way at LW. The rapidity of the tides in

this deep bight, the low character of its shores, and the mist,

which almost constantly prevails, make navigation difficult and

caution necessary. In addition, the greater part of its sea area is

occupied by shoals.

3.21 The principal rivers emptying into The Wash are the Witham, Welland, Nene, and Ouse.

3.21 The entrance to The Wash, between Skegness and Gore

Point, is about 12 miles wide. The shores are low and marshy

and protected by embankments; the only exception is in the

vicinity of Hunstanton, 2 miles SW of Gore Point.

3.21 The ports of Boston, Wisbech, and King’s Lynn are situated

within The Wash.

3.21 The main channel leading into The Wash lies between Inner

Dowsing and Lynn Knock Shoals, on the W side, and Docking

Shoal, Burnham Flats, and Burnham Ridge, on the E side. It is

about 1 mile wide at the narrowest part and leads into The Well

and Lynn Deeps. In thick weather, The Well, with its depths of

over 36m, can be a useful guide.

3.21 Inner Dowsing Lighted Buoy (53°20'N., 0°34'E.), equipped

with a racon, is moored close NE of the N end of the Inner

Dowsing Shoal.

3.21 The Well and Lynn Deeps are marked by a lighted buoy,

equipped with a racon, moored about 7 miles SE of Skegness.

3.21 Vessels approaching from the E may enter the main channel

from the passage which leads between Race Bank and Docking

Docking Shoal 53°09.5'N 0°38.9'E

Sheringham Shoal 53°08.1'N 1°08.7'E
Sector 3. England—Flamborough Head to the Thames Estuary 63

Pub. 192

Shoal. It has depths of 13 to 18m in the fairway and a least

width of 1 mile, at the NW end.

3.21 The channel between Inner Dowsing Shoal and the coast has

a least depth of 7.9m, for a width of about 2 miles. Vessels

using this passage should pass E of Protector Overfalls, and W

of Inner Dowsing Overfalls. The latter shoal is formed by a

cluster of detached patches, with a least depth of 6.1m, lying

between 1 and 2 miles W of the N end of Inner Dowsing Shoal.

3.21 The channel between Docking Shoal and Burnham Flats has

a least depth of 5.4m in the fairway at its W entrance. Several

patches of sand waves, which are liable to change their configuration, lie in this channel.

3.21 Vessels without local knowledge are advised not to use the

channel which leads through Wainfleet Road, SE of Skegness,

and Wainfleet Swatchway, which leads into Boston Deep. The

banks in this vicinity are constantly changing and the buoys do

not necessarily mark the deep-water fairway. In addition, it is

not easy to identify marks ashore from this area.

3.21 Tides—Currents.—The tidal currents run regularly in and

out of the estuary, with a spring velocity in each direction of

about 2 knots. The incoming current is usually a little stronger

than the outgoing, but its duration is shorter. The currents set in

the directions of the principal channels, but across the

subsidiary channels on the W side of the head of the estuary,

where their directions differ appreciably from those of the

principal channels. In Boston Deep, the currents run with a

spring velocity in each direction of about 2.5 knots. In Freeman

Channel, the currents run SSW or NNE across the fairway

when the banks on either side are covered. Otherwise, the

currents in this channel are weak, but run their direction may

be irregular.

3.21 Strong NE winds of a long duration cause an incoming

current which increases both the velocity and duration of the

flood tidal current in the estuary and the rivers. The winds may

also increase the sea level height at the head of the estuary by

up to 0.6m. Strong SW winds of a long duration have the

opposite effects; however, these changes are not constant.

3.21 The tidal currents in the rivers are affected by meteorological

and astronomical conditions, but little reliable information is

available. Generally, the outgoing currents in the rivers begin

soon after local HW. Heavy rain increases the outgoing currents

and freshets have resulted in rates of 6 to 8 knots in the rivers.

3.21 Caution.—When navigating in The Wash, caution should be

exercised as the tidal currents are strong, the rise and fall of the

tide considerable, and the weather frequently misty.

3.21 Due to the frequent bottom changes occurring in the vicinity

of the channels and sandbanks, the positions of the navigation

aids may be altered accordingly.

3.21 Several dangerous wrecks lie close E of Lynn Knock and

may best be seen on the chart.

3.22 Off-lying dangers.—Inner Dowsing, lying 10 miles

NE of Skegness, is a very narrow shoal ridge of sand with a

least depth of 1.5m. Scott Patch, with a least depth of 5.2m, lies

about 1.8 miles SE of the S end of Inner Dowsing. Both of

these shoals are marked by lighted buoys at their S ends.

3.22 Docking Shoal, with a least depth of 3.6m, is centered about

13 miles NNE of Gore Point and is marked at its N end and E

side by lighted buoys.

3.22 Burnham Flats extends about 10 miles NNE of Gore Point

and is marked by a lighted buoy on its W side which is steepto. Depths over the shallowest parts of this shoal vary between

1.8m and awash. Woolpack is the SW part of Burnham Flats;

its S edge forms the N side of the narrow passage known as

Sledway. Middle Bank, which dries 1.5m, lies on the S side of

this passage.

3.22 Burnham Ridge, located 8 miles N of Gore Point, lies

parallel to the W edge of Burnham Flats and has a least charted

depth of 2.7m. However, less water may exist over this shoal as

it consists of several large sand waves which are liable to move

both horizontally and vertically. An obstruction lies in the

channel about 1.5 miles W of the shallowest part of Burnham

Ridge.

3.22 Three detached shoal patches, with depths of 6.9, 6.8, and

8.3m, lie in the channel W of the entrance to Sledways and

close NW of Middle Bank. They are formed of sand waves and

are liable to change.

3.22 Lynn Knock, located 5 miles SE of Skegness, lies on the NW

side of the approach to The Wash. It has a least depth of 3.6m

and is marked by a lighted buoy. This shoal also consists of

several sand waves which are liable to move both horizontally

and vertically and change the position of their least depth.

There are frequently heavy overfalls over Lynn Knock during

spring tides. A dangerous wreck and a detached shoal patch,

with a depth of 7.2m, lie in the channel close to the E edge of

this shoal.

3.22 Lighted wind-measuring masts, 87m high, stand 6 miles E

and 9.8 miles SSE of Inner Dowsing Lighted Buoy.

3.23 West coast.—Skegness (53°09'N., 0°20'E.), at the

NW entrance of The Wash, is a small resort town. A conspicuous water tower stands in its N part and numerous houses

extend along the coast for 1.5 miles S of the town.

A lighted wind-measuring mast, 50m high, stands about 2.7

miles offshore, 4.5 miles NE of Skegness.

3.23 The coast between Skegness and Gibraltar Point, a low

projection 3 miles S, consists of low sand hills fringed by a flat

which extends up to 0.4 mile offshore; then to New Cut at the

mouth of the River Witham, 14 miles SW, the coast is marshy

with an embanked outline. It is fronted by extensive flats which

extend from 2 to 3 miles offshore.

3.23 Caution.—Lynn Farm and Inner Dowsing Farm, two areas

within which numerous wind generators are being constructed

(2007), lie centered 4 miles E and 4.5 miles NE, respectively,

of Skegness.

3.23 Wainfleet Sand and Friskney Flat front the shore up to 6

miles SW of Gibraltar Point and form an extensive live

bombing range. It is marked by several buoys and beacons. The

range control tower stands 4 miles SSW of Skegness and

displays a red flag by day and red lights at night when the

range is operational. Vessels should avoid the range area and,

in an emergency, call Boston Dock on VHF channel 12.

3.24 Boston Deep (53°04'N., 0°21'E.), a passage leading

to the River Witham and Boston, extends 16 miles SE from

Skegness Middle (53°08'N., 0°24'E.). It is bounded on the NW

side by extensive flats, which front the coast, and Scullridge, a

drying shoal lying close SE of Friskney Flat. Inner Dogs Head,

Long Sand, The Ants and Bar, Roger Sands, Toft Sands, and

Black Buoy Sands lie on its SE side. The fairway is marked by
64 Sector 3. England—Flamborough Head to the Thames Estuary 

Pub. 192

buoys which are very small, difficult to see, and should not be

relied upon. Boston Deep is entered at its N end through

Wainfleet Road and Wainfleet Swatchway, which is only 0.2

mile wide. The banks along these channels are constantly

changing and this passage should only be used by small vessels

with local knowledge. Parlour Channel, lying between Inner

Dogs Head and Long Sand, leads from The Well into Boston

Deep. However, depths within this narrow channel may be less

than charted and it is generally no longer used.

3.24 Freeman Channel (52°58'N., 0°15'E.), lying between The

Ants and Roger Sands, is the main route into Boston Deep and

should be approached through The Well and Lynn Deeps. It

leads into the S end of Boston Deep and is about 230m wide at

the narrowest part.

3.24 Gat Channel, which passes S of Roger Sand, is only used by

local fishing vessels.

3.24 The S end of Boston Deep leads into Lower Road, which

extends SW for about 2 miles. Lower Road then leads into

New Cut, a narrow fairway, which leads up the river to Boston.

3.24 Roaring Middle Light Float (52°58'N., 0°21'E.) is moored

near the N end of a narrow shoal, at the S end of Lynn Deeps.

The E entrance to Freeman Channel is located 3.5 miles WSW

of it.

3.25 Boston (52°58'N., 0°01'W.) (World Port Index No.

31630) stands on both banks of the River Witham in the SW

part of The Wash. The port, approached through New Cut, is

situated 2.5 miles above the river mouth. It consists of a wet

dock and several river berths.

3.25 Tides—Currents.—Tides rise about 6.8m at springs and

4.8m at neaps.

3.25 The tidal currents are fairly strong. Off Boston, the flood

current is reported to attain a spring velocity of about 4 knots

during its first half, after which the velocity decreases. The

tides in Boston Deep are strongly influenced by the wind. A

continuance of NW gales, during springs, can cause a tidal rise

of up to 0.6m higher than normal. Gales from SW can lower

the height of the tide by the same amount.

3.25 Depths—Limitations.—The river channel dries in places

and has depths of 7.9m at HWS and 5.8m at HWN.

3.25 A power cable, with a vertical clearance of 45m, spans the

river close below the entrance to the dock.

3.25 The wet dock is entered by a lock 91m long and 13.7m wide.

It has depths on the sill of 7.5m at springs and 5.4m at neaps.

An underkeel clearance of 1.5m is normally required. The dock

has 730m of total quayage and can handle vessels up to 95m in

length, 13m beam, and 5.5m draft at HWS.

3.25 Eight river berths, which dry, are situated along both banks,

upstream of the dock entrance. Generally, vessels up to 107m

in length can be accommodated with drafts up to 5.5m at

springs and 4.3m at neaps. As there are considerably greater

depths in the channel, on exceptional tides, the harbormaster

can allow vessels with drafts up to 6.1m to reach Boston.

3.25 Aspect.—The river is spanned at the town, situated close

above the dock, by two fixed bridges and a sluice. The sluice

barrier prevents the ingress of tidal waters into the upper

portion of the river and converts the lower portion into a mere

inlet which silts during dry seasons. The silt is then removed

again by the first long continued flood.

3.25 Entry to the inland waterway system can be gained through a

lock at Boston. The river fairway is marked by lighted beacons

and indicated by lighted ranges. The town can be identified by

its very conspicuous church tower, known to seamen as Boston

Stump. A large grain silo stands adjacent to the wet dock.

3.25 Pilotage.—Pilotage is compulsory for vessels over 50 grt or

30m in length. Pilots may be contacted by VHF or telephone

and should be arranged through the agent. Pilots generally

board near No. 9 Lighted Buoy in Lower Road or, on request,

at the E entrance to Freeman Channel. Vessels without local

knowledge are recommended to embark a pilot at this position.

3.25 Vessels should send an ETA, via the agent, to the port at least

12 hours in advance. The message must include the vessel’s grt

and draft. The ETA may be amended by contacting Boston

Pilots 2 hours 30 minutes before HW. Vessels carrying dangerous cargo or who are not gas-free are required to send full

details at least 24 hours in advance.

3.25 Regulations.—Vessels must report to Boston Port Control

when passing Boston Roads Lighted Buoy (52°57.7'N.,

0°16.0'E.), No. 9 Lighted Buoy (52°57.6'N., 0°08.4'E.), and

before entering or leaving the River Witham (on passsing Tabs

Head). Vessels navigating the River Witham, or the River

Welland for Fosdyke, must maintain a listening watch on VHF

channel 12 when seaward of Boston Grand Sluice or the

Fosdyke Bridge. 

3.25 Anchorage.—In good weather, anchorage can be obtained

anywhere in the entrance of The Wash. The best berth is in a

depth of 20m, at the S end of Lynn Deeps.

3.25 Good anchorage can also be found, in a depth of 9m, within

Lower Road.

3.25 Caution.—The navigational aids at the entrance to Lower

Road and New Cut are liable to frequent alteration as the channels are constantly shifting.

3.26 The Fosdyke Bridge (52°52'N., 0°02'W.) is situated 3

miles above the entrance to the River Welland, at the SW

corner of The Wash. It is approached through Welland Cut

which leads SW from abreast New Cut. The channel is embanked in places and marked by beacons. An overhead cable,

with a vertical clearance of 24m, spans the river about 1 mile

below the Fosdyke Bridge.

3.26 A wharf, 69m long, is situated on the N side of the river and

can generally accommodate vessels up to 58m in length and

5m draft at springs; vessels up to 52m in length and 2.8m draft

can be accommodated at neaps. Pilotage is compulsory and

available in conjunction with Boston.

3.27 East coast.—Gore Point (52°58'N., 0°33'E.), the SE

entrance point of The Wash, is composed of small sand hills

with marshland behind them. These hills continue to Hunstanton Point, 2.3 miles SW. The E shore of The Wash is sandy

and cliffy in its N part, but is marshy and embanked in its S

part. However, inland the contused is elevated.

3.27 Saint Edmund’s Point (Hunstanton Point) (52°57'N.,

0°30'E.), located 2.4 miles SW of Gore Point, is formed by a

cliff which is composed of marl, and red and grey chalk. It is remarkable both for the variety of its coloring and because it is the

only cliff in the vicinity. A prominent disused light structure

stands on the point and the town of Hunstanton is situated close

S of it.

3.27 The most conspicuous landmarks along this stretch of coast
Sector 3. England—Flamborough Head to the Thames Estuary 65

Pub. 192

are the church at Holme, standing 1 mile S of Gore Point; the

disused windmill, 55m high, standing 1.8 miles S of Gore

Point; a tower standing about 1.3 miles S of Saint Edmund’s

Point; and the spire of the church at Snettisham, 3 miles S of

Hunstanton. However, all of these marks are often difficult to

identify when the sun is shining from behind them.

3.27 The Bays, a narrow, shallow, and uneven passage, lies between the shoals which front the shore in the vicinity of Gore

Point and Gore Middle, Middle Bank, and Sunk Sand on its N

and W sides. Another narrow passage leads between the coast

and Sunk Sand. These passages are shallow and are only used

by small craft with local knowledge.

3.28 King’s Lynn (52°45'N., 0°24'E.) (World Port Index

No. 31610) stands 2 miles within the entrance of the River

Ouse, at the S end of The Wash. The harbor consists of two wet

docks and several river berths. Entry to the inland waterway

system may be gained at King’s Lynn.

3.28 Tides—Currents.—Tides rise about 6.8m at springs and 5m

at neaps.

3.28 Depths—Limitations.—The channel through Lynn Cut is

161m wide at HW and 111m wide at LW at its outer end. It has

a width of 148m at HW and 97m at LW at the inner end. There

are depths of 1m in the river channel and vessels cannot enter

at LW. Lynn Cut is the artificially-straightened mouth of the

river and has embankments up to 3.5m high. An overhead

cable, with a vertical clearance of 46m, spans the fairway in

Lynn Cut.

3.28 Alexandra Dock is entered through a lock 15.2m wide,

which has depths on the sill of 7.6m at HWS and 5.4m at

HWN. Bentinck Dock is entered from Alexandra Dock through

a passage 96m long and 15.2m wide, which is spanned by two

swing bridges. A minimum depth of 5.3m is generally

maintained in the wet docks, which have 1,600m of total quayage. Vessels up to 3,000 dwt, 119m in length, 13.8m beam, and

5.5m draft have been accommodated at HWS.

3.28 Riverside Quay is 220m long and South Quay is 365m long.

Vessels up to 5,000 dwt, 140m in length, 20m beam, and 5.5m

draft can be accommodated at springs (3.4m draft at neaps)

alongside these river berths, but take the ground at LW. There

are facilities for container, ro-ro, tanker, general cargo, and

bulk vessels.

3.28 Aspect.—The fairway in Bull Dog Channel is marked by

lighted buoys and lighted beacons. The S end of the channel is

bordered by drying training walls. The fairway in Lynn Cut is

indicated by a lighted range.

3.28 The town stands on low, flat ground. The two towers of St.

Margaret’s church, the spire of St. Nicholas church, and several

tall chimneys are all prominent and visible from seaward. The

two pylons of the overhead cable, which spans Lynn Cut, and a

silo, standing on the E bank of the river, are conspicuous.

3.28 Pilotage.—Pilotage is compulsory for vessels over 35m in

length. Pilots can be contacted by VHF and, unless prevented

by weather, board close W of Sunk Lighted Buoy (52°56'N.,

0°24'E.). The pilot vessel generally remains on station from 2.5

hours before HW until such time as it is too late for a vessel to

transit the approach channel on that tide. Vessels should send

an ETA and request for pilotage at least 24 hours in advance,

with amendments up to 6 hours in advance.

3.28 Regulations.—Vessels maneuvering in the approaches to

the port should keep a listening watch on VHF channel 14. Inbound vessels should report to the harbormaster on VHF channel 14, as follows:

1. On arrival at the anchorage.

2. On passing No. 5 Lighted Buoy (52°54.3'N.,

0°23.3'E.).

3. On passing West Stones Lighted Beacon (52°49.7'N.,

0°21.1'E.).

4. On passing the Pylons (52°46.4'N., 0°22.8'E.).

5. On departure from the berth.

3.28 All vessels over 80m in length or close to the upper limits of

beam or draft should contact the authorities prior to entry for

the latest information. The harbomaster can be contacted by email, as follows:

3.28 Generally, vessels over 100m in length transit the approach

channel only on daylight tides. The attendance of a tug is

compulsory for all tankers over 73m in length and all other

vessels over that length not fitted with bow thrusters. 

3.28 Anchorage.—Vessels can anchor in The Wash, SE of the

Roaring Middle Light Float.

3.28 Directions.—It is reported that Bull Dog Channel, entered

about 4 miles SSE of Roaring Middle Light Float (52°58'N.,

0°21'E.), is the main approach channel. It leads S and SSW for

6 miles between sand banks to the entrance of Lynn Cut. A

fairway then leads through Lynn Cut and up the river to the

port.

3.28 There are several alternative shallow approach channels.

Teetotal Channel, lying W of Bull Dog Channel, and Coke

Hole Channel, lying E of Bull Dog Channel, are former entrance channels which are now only suitable for small craft

with local knowledge.

3.28 Caution.—The positions of the aids in the approach channels are subject to frequent change.

3.28 A small ferry boat crosses the river close S of the entrance to

the lock.

3.28 Vessels constrained by their draft keep to the deepest water.

As a result, vessels may be encountered on either side of the

channel, especially when rounding bends. 

3.29 Wisbech (Sutton Bridge) (52°40'N., 0°07'E.) stands

on both banks of the River Nene, at the S end of The Wash.

Entrance to the inland waterway system can be gained at this

small port.

3.29 Tides—Currents.—The tidal currents are reported to be

strong at springs; however, at neaps with freshets in the river,

the flood current sometimes does not reach Wisbech. 

3.29 Depths—Limitations.—The channel through Wisbech Cut

has a width of 37m. A bridge, with an opening 18m wide, is

situated at Sutton Bridge. Three overhead cables, with vertical

clearances of 36m, span the river between the bridge and

Wisbech.

3.29 There is 1,600m of riverside quayage at Wisbech, with

depths alongside of 4.6 to 6.1m at HWS. Generally, vessels up

to 2,000 dwt, 83m in length, and 13m beam can be handled,

with drafts up to 4.9m at HWS and 3.3m at HWN. Vessels take

the ground, which is soft mud, at LW. It was reported that a

vessel of 3,000 dwt had been handled at the port.

harbourmaster@portauthoritykingslynn.fsnet.co.uk
66 Sector 3. England—Flamborough Head to the Thames Estuary 

Pub. 192

3.29 There is 350m of riverside quayage at Sutton Bridge, with

depths alongside of 9.3m at HWS and 5.2m at HWN. Generally, vessels up to 5,000 dwt, 120m in length, and 6.3m draft

can be handled.

3.29 Aspect.—Wisbech Channel, approached through Lynn

Deeps, is entered W of Roaring Middle Shoal and about 3

miles SSW of the Roaring Middle Light Float. It passes

between the E edge of Old South Shoal and the W side of

Outer Westmark Knock, and is tortuous and liable to frequent

changes. Wisbech Cut is entered from Wisbech Channel and

leads to the river and the port. The fairway within the channels

is marked by lighted buoys and beacons. Sutton Bridge and

Wisbech are situated 3 miles and 12 miles, respectively, above

the river entrance.

3.29 Pilotage.—Pilotage is compulsory for vessels over 20m in

length. The pilot vessel can be contacted on VHF and, unless

prevented by weather, cruises in a position about 4 miles SSW

of the Roaring Middle Light Float; when vessels are expected,

it remains on station from 3 hours before HW until such time

as it is too late for a vessel to transit the approach channel on

that tide.

3.29 The port can be contacted by e-mail, as follows:

3.29 Anchorage.—Vessels can anchor in an area centered about

0.8 mile NNE of Nene Roads Lighted Buoy (52°54.4'N.,

0°15.4'E.).

3.29 Caution.—A firing exercise area lies close W of Wisbech

Channel and is marked by beacons and buoys.

The Wash to Cromer

3.30 Scolt Head (52°59'N., 0°41'E.), located 5.2 miles

ENE of Gore Point, is the N point on the coast between The

Wash and Cromer. It is formed by a remarkable long sand hill,

but is often difficult to identify when the sun is shining from

behind it. The coast between Gore Point and Scolt Head

consists of sand hills backed by a range of moderately wooded

hills. It is broken only by several very small and shallow

harbors which stand along this stretch of shore.

3.30 Distinguishable from seaward are the church, with its ruined

tower, at Thornham, 1.7 miles SE of Gore Point; the church,

with a slender spire, at Titchwell, 1.5 miles E of Thornham; the

tower of a church among the trees at Brancaster, 0.5 mile E of

Tichwell; and a lifeboat house, with a large red building close

W, on the coast N of Brancaster.

3.30 Anchorage can be obtained, in depths of 5 to 7m, stiff clay

and sand, in Brancaster Roads, about 1 mile N of Scolt Head.

Anchorage is also available, in a depth of 6m, 1.3 miles NW of

Scolt Head. Caution is advised as the sea, in onshore gales,

breaks over the whole of the outer part of this anchorage.

3.30 The coast between Burnham Harbour, 2.2 miles E of Scolt

Head, and High Cape, 3 miles E, is lined with sand hills, 6 to

9m high and covered with coarse grass.

3.30 Brancaster Harbour, entered close W of Scolt Head, and

Burnham Harbour should only be used by small craft with

local knowledge as the entrance channels are constantly changing.

3.30 Wells (52°58'N., 0°51'E.), a small port, is situated 1 mile SE

of High Cape. A prominent lifeboat house stands at the W

entrance of the harbor and a conspicuous church stands in the

town. A fairway lighted buoy is moored 0.8 mile NNW of the

entrance to the approach channel. The entrance fairway, which

leads between the banks fronting the coast, is indicated by a

range and is marked by buoys and beacons. Vessels should not

attempt to enter without local knowledge. 

3.30 The harbor, which dries, has a quay, 196m long, with depths

alongside up to 3.2m at HWS and 2.1m at HWN. Coasters up

to 275 nrt can be handled, but take the ground at LW. Vessels

waiting to enter can obtain anchorage, in a depth of 8m, clay, N

of the entrance channel.

3.30 Blakeney (52°57'N., 1°02'E.), situated 6 miles E of Wells, is

approached through a shallow channel. The small harbor is

formed by a creek. Small craft can enter but must take the

ground at LW. The entrance fairway is marked by buoys and

range beacons; these aids are frequently moved due to changes

in the channel. A conspicuous church, 33m high, stands in the

village and can be seen from every part of the coast between

Hunstanton and Cromer; in clear weather, it has been reported

visible from the vicinity of Dudgeon Shoal (53°16’N.,

0°57’E.). A prominent windmill stands at Cley, 0.7 mile E of

Blakeney.

3.31 Off-lying dangers.—Blakeney Knock and Blakeney

Overfalls (53°03'N., 0°57'E.) are the outermost of several shoal

ridges which project E from the E end of Burnham Flats. They

lie parallel with the coast about 5 miles offshore and have least

depths of 2.1 to 2.7m.

3.31 Stiffkey Overfalls, lying about 3.8 miles NNW of High

Cape, is a shallow tongue of shoal water connected to the

coastal bank by Bridgirdle. Sheringham Shoal, with a least

depth of 3.7m, lies about 8 miles NE of Blakeney. Pollard, with

a least depth of 5.2m, lies 1.5 miles offshore, about 3.5 miles

NE of Blakeney.

3.31 Blakeney Overfalls, Bridgirdle, and Sheringham Shoal are

marked by buoys.

3.31 Tides—Currents.—Near Scolt Head, the currents are reported to be weak, but increase gradually to the E attaining a

spring velocity of 2 to 3 knots off Cromer. There may be ripples or overfalls in the vicinity of the above-mentioned shoals.

3.31 Caution.—Several wrecks, some dangerous, lie in the vicinity of the off-lying shoals and may best be seen on the chart.

3.32 Weybourne (52°57'N., 1°08'E.) is situated 5.5 miles

ESE of the entrance to Blakeney. The coast between is low and

sandy and fringed by a shingle beach. The coast then begins to

rise and consists, for the most part, of moderately high cliffs.

3.32 Conspicuous marks include the tower of the church at Weybourne and three water tanks standing close W of it. Prominent

marks include a church standing 2 miles WNW of Weybourne

and a long low building, with a mast, standing near the beach, 1

mile NW of Weybourne.

3.32 Sheringham (52°57'N., 1°13'E.), situated 2.5 miles E of

Weybourne, stands in a hollow between two prominent hills. A

large hotel building stands on the cliff and is conspicuous.

Prominent churches stand 0.5 mile and 0.7 mile ESE of the

town.

torbeau@btconnect.com
Sector 3. England—Flamborough Head to the Thames Estuary 67

Pub. 192

3.32 Four high radio masts, marked by obstruction lights, stand

2.8 miles SSW of Sheringham. These lights are reported to be

visible for at least 5 miles in clear visibility, but are obscured

by the land when within 1.5 miles of the coast.

3.32 Cromer (52°56'N., 1°18'E.) stands on the edge of a cliff, 4

miles ESE of Sheringham. A light is shown from a conspicuous tower, 18m high, standing close SE of the town. The light

is equipped with a racon and AIS. In addition, a searchlight,

which exhibits a narrow beam for 10 minutes every hour to

illuminate the cloudbase, is situated near the light tower.

3.32 A church, with its embattled tower, stands 0.7 mile NW of

the light. Two prominent radio masts stand 1.2 miles SE of the

light.

3.32 Foulness, a shoal with depths of less than 5.5m, extends up

to 1 mile offshore in the vicinity of Cromer and is marked by a

lighted buoy. This shoal flat is very uneven and can cause a

high sea during gales.

3.32 Caution.—Submarine cables extend seaward from the shore

in the vicinity of Weybourne and may best be seen on the chart.

Cromer to Great Yarmouth

3.33 The Would (52°52'N., 1°40'E.), a channel, leads 18

miles SE from abreast Cromer to a position NE of Winterton

Ness. It leads into Haisborough Gat and Cockle Gatway (see

Directions in paragraph 3.36), the former being the only channel suitable for vessels of deep draft at all times.

3.33 North Haisboro Lighted Buoy (53°00'N., 1°32'E.),

equipped with a racon, is moored close NW of the N end of

Haisborough Sand and marks the N entrance to The Would.

The E limit of the channel is marked by lighted buoys moored

at the W side and the S end of Haisborough Sand. There is a

least depth of 16m in the channel, at its N end.

3.33 The coast between Cromer and Happisburgh, 10 miles SE,

consists of cliffs, which are subject to extensive landslips, and

is fronted by a submarine forest. To the S of Happisburgh, the

coast changes to sand hills.

3.33 Mundesley (52°53'N., 1°26'E.) is situated 5 miles SE of

Cromer. A prominent water tower stands in the NW part of this

village.

3.33 A conspicuous white radar dome, 68m high, is situated at

Trimingham, 1.2 miles NW of Mundesley. 

3.33 Bacton (52°51'N., 1°29'E.) is situated 2.4 miles SE of Mundesley. A prominent church stands in the village. Two conspicuous radio masts and the conspicuous buildings of the gas

terminal stand on the coast, close NW of the church. The gas

terminal buildings are brightly illuminated at night.

3.33 Caution.—Several submarine gas pipelines extend seaward

from the shore adjacent to the gas terminal buildings at Bacton

and cross The Would, passing to the NW and SE of Haisborough Sand.

3.33 Numerous wrecks, some dangerous, lie within The Would

and off Cromer and may best be seen on the chart.

3.34 Happisburgh (52°49'N., 1°32'E.) is situated on a

rounded hillock close to the coast, 2.4 miles SE of Bacton. A

conspicuous church, with an embattled tower, stands on the

NW side of the village. A prominent water tower stands 0.7

mile SW of the village. A light is shown from a prominent

tower, 26m high, standing close SE of the church.

3.34 Between Happisburgh and Winterton Ness, 7.5 miles SE,

several churches stand along the coast and can be seen from

seaward.

3.34 Haisborough Sand (52°57'N., 1°40'E.), marked by lighted

buoys, lies parallel with the coast and about 8 miles offshore. It

has least depths of awash to 0.3m and is steep-to, especially on

its NE side. The position of this shoal is indicated, except at

slack water, by tidal eddies and even a moderate sea or slight

swell breaks over its shallowest part. Haisborough Tail, with a

least depth of 4.2m, lies parallel with and about 2.5 miles E of

the S part of Haisborough Sand.

3.34 Haisborough Gat (52°49'N., 1°56'E.), with depths of 18 to

40m, is the passage which continues SE of The Would. This

channel lies with Haisborough Sand, Haisborough Tail, and

Hammond Knoll on its N side; Winterton Ridge and Hearty

Knoll on its E side; and Newarp Banks and Winterton Shoal on

its SW side.

3.34 Newarp Lighted Buoy (52°48'N., 1°56'E.), equipped with a

racon, is moored about 5 miles SE of the SE end of Haisborough Sand and marks the channel through Haisborough

Gat.

3.34 Generally, vessels proceeding S pass SW of Newarp Lighted

Buoy and those proceeding N pass NE of it.

Cromer Light

Happisburgh Light 
68 Sector 3. England—Flamborough Head to the Thames Estuary 

Pub. 192

3.34 Hammond Knoll (52°52'N., 1°55'E.), with a least depth of

1.6m, lies about 2 miles E of Haisborough Tail and is marked

by a lighted buoy on its E side and at its S end.

3.34 Winterton Ridge (52°50'N., 2°01'E.), marked by a lighted

buoy at the S end, lies with its N end located about 2 miles E of

Hammond Knoll. It has a least depth of 5.6m; however, less

water than charted was reported to lie over this shoal ridge.

Hearty Knoll lies with its N end located about 1.5 miles NE of

the S end of Winterton Ridge. It extends SSE for about 6 miles

and has a least depth of 9.8m.

3.34 The area lying between Winterton Ridge and Smiths Knoll

to the E is known as Middle Ground.

3.34 Winterton Ness (52°44'N., 1°41'E.) is situated 7.5 miles SE

of Happisburgh. The village of Winterton stands behind the

sand hills, 1.2 miles S of Winterton Ness. A church, with a

conspicuous high tower, stands in the village and a prominent

disused light tower, 21m high and surmounting a building, is

situated on an eminence, 0.3 mile SE of it. A racon is situated

at the church tower. 

3.34 It is reported that a number of prominent wind gener-ators,

60m high, stand in an area centered about 0.5 mile WSW of the

church at Winterton. 

3.34 Caution.—Several submarine cables, some disused, extend

seaward from the shore in the vicinity of Winterton Ness and

may best be seen on the chart.

3.35 Caister Point (52°39'N., 1°43'E.) is located 5.7 miles

SSE of Winterton Ness. A very conspicuous water tower, with

a prominent radio mast located close N of it, stands 1 mile

NNW of the point.

3.35 Newarp Banks (52°46'N., 1°54'E.), two detached shoals

over which the sea breaks in stormy weather, lies about 8 miles

ENE of Winterton Ness. The W shoal has a least depth of 9.4m

and the E shoal a least depth of 7.6m. Depths of less than 11m

also extend up to about 2 miles SSE from the E shoal.

3.35 Winterton Shoal, with a least depth of 10.7m, lies about 5

miles NE of Winterton Ness. Eddies form over this shoal in any

strength of tidal current.

3.35 During offshore winds, vessels can obtain anchorage in The

Would, off the coast between Bacton and Winterton Ness. Even

during E winds, this roadstead is somewhat protected by

Haisborough Sand; however, N and NW winds cause the

greatest sea in this area.

3.35 Scroby Shoals (52°39'N., 1°47'E.), consisting of North,

Middle, and South Scroby, lie parallel to the coast and may

best be seen on the chart. They extend N for about 7 miles from

a position located 2 miles NE of the entrance to Great Yarmouth Haven. Tide rips occur in the vicinity of these shoals.

The shoals dry in places and are continuously changing and

must not be approached without local knowledge.

3.35 Scroby Wind Monitoring Mast (52°40.2'N., 1°47.2'E.)

stands on North Scroby Shoal, about 2.2 miles NE of Caister

Point. It is 50m high, lighted, and conspicuous.

3.35 Scroby Sands Wind Farm is situated on the shoal, about 2

miles E of Caister Point. It consists of 30 wind generators, each

61m high. Submarine cables extend between the SW corner of

the wind farm and the mainland.

3.35 Corton Shoal (52°35'N., 1°48'E.), which dries in places, lies

centered about 2.2 miles E of the entrance to Great Yarmouth

Haven, near the S end of Scroby Shoals. 

3.35 Cross Sand (52°40'N., 1°52'E.), an extensive sandy bank,

lies about 5 miles offshore and is constantly changing. It consists of three shallow areas, North Cross, Middle Cross, and

South Cross, which may best be seen on the chart. This bank

extends in a SSW direction for about 12 miles between the S

end of Newarp Banks and the SE end of Corton Bank. It forms

the outermost off-lying danger in this area.

3.35 Cross Sand Lighted Buoy (52°37'N., 1°59'E.), equipped

with a racon, is moored to the E of the off-lying shoals, about

9.3 miles ENE of Great Yarmouth Haven and about 11.5 miles

SSE of Newarp Lighted Buoy.

3.35 Directions.—Vessels proceeding through The Would and

Haisborough Gat may then steer SE and then S, staying to

seaward of the coastal shoals, into the S part of the North Sea.

Alternatively, vessels leaving Haisborough Gat may steer SSW

to a position E of Holm Channel (see Directions in paragraph

3.36), the principal approach fairway leading to Great Yarmouth and Lowestoft. 

Great Yarmouth (52°37'N., 1°44'E.)

World Port Index No. 31580

3.36 Great Yarmouth stands on a low narrow strip of land

between the E bank of the River Yare and the sea. Gorleston, a

suburb, is situated on the W bank of the river. Great Yarmouth

Haven, the port, is formed in the lower reaches of the river,

between its mouth and the entrance to Breydon Water, 2.5

miles N. This port provides access to over 120 miles of the

inland waterway system.

3.36 An extensive series of shoals, with approach channels between them, forms the roadstead for the port. These shoals,

which front the entire coast from nearly abreast Winterton

Ness to Benacre Ness, 20 miles S, consist of numerous sand

banks lying from 0.5 to 5 miles offshore. This series of shoals

forms a barrier and acts as a breakwater against the heavy seas

which, during gales from the E, would otherwise reach the low

coast. The depths on this natural barrier vary, but are subject to

frequent changes; during some years, the shoals of previous

years disappear, while the deeper parts become shallower.

3.36 Tides—Currents.—Tides rise about 2.4m at springs and

2.1m at neaps.

Caister water tower
Sector 3. England—Flamborough Head to the Thames Estuary 69

Pub. 192

3.36 The tidal currents in the river are affected by the large expanse of Breydon Water, which is tidal. They tend to run inward when the sea level is higher than the water in Breydon

Water and outward when the sea level is lower. The ebb current

may attain a velocity up to 4 knots, but the flood current does

not normally exceed a velocity of 2 knots, except in the vicinity

of Haven Bridge, where it can attain a rate of 3 knots.

3.36 Both the duration and velocity of the ebb current are increased during and after heavy rain; the flood current is correspondingly reduced. Under these circumstances, the flood current may attain a velocity of 6 knots off Brush Quay, close

within the S side of the river entrance.

3.36 Off the entrance, the flood current corresponds approximately with the S current and the ebb current with the N

current. The S current flows past the N breakwater and forms

an eddy close S of it which sets into the harbor. The ebb current

flows past the N breakwater and turns N with the N current.

3.36 During the flood, great care is necessary when passing the

head of South Pier. An eddy sets almost directly from South

Pier to North Pier. A vessel may experience this set on the port

bow when her stern is still affected by the S tidal current and be

deflected towards the North Pier. During the ebb, the tidal

current flows out between the piers and, on this account, the N

current does not set as squarely across the entrance as the eddy

on the flood. Hence, entry during the flood is made more difficult. During both currents, the sharp bend at the river entrance

requires caution and tugs are commonly used.

3.36 Depths—Limitations.—At the river mouth, the entrance to

the port is protected by two breakwaters. A fairway channel,

which is about 70m wide, leads in a W direction for about 0.3

mile between the breakwaters. It has minimum depths of 4.3m

at LWS and 6.1m at HWS. The river then turns sharply N and

extends for 2 miles to Haven Bridge. It has a general uniform

width of about 80m with a least depth of 4.3m. Haven Bridge

has a lifting portion 26.8m wide. 

3.36 Numerous berths, with 7,131m of total quayage, are situated

along both banks of the river. The main quays have depths of

2.5 to 5m alongside and include Atlas Terminal, 315m long;

Bollard Quay, 228m long; East Quay, 209m long; Ocean Terminal, 80m long; South Quay, 554m long; Southtown Wharf,

100m long; Bunns Quay, 123m long; Warehouse Quay, 153m

long; Palgrave Wharf, 94m long; Ventureforth Base Wharf,

240m long; Wood Offshore Base Wharf, 370m long; and

Yeoman Wharf, 176m long.

3.36 Generally, vessels up to 123m in length and 5.7m draft can

be accommodated at HWS. However, it is reported that vessels

up to 138m in length have entered the port and vessels with

drafts up to 6.2m have berthed alongside. There are terminals

for ro-ro, container, bulk, and tanker vessels. In addition, there

are extensive facilities for offshore gas and oil service vessels.

3.36 Deep-draft vessels are advised to obtain the latest depth

information in the channels from the pilot.

3.36 Aspect.—To the N of the harbor entrance, the coast is low

and sandy. To the S of the entrance, the coast consists of cliffs,

up to 17m high, which are composed of sand, gravel, and red

loam. They stretch as far as the village of Corton, 3.5 miles S.

Then to Lowestoft, the coast is low and fringed with a sandy

beach. A church with a conspicuous tower stands at Corton.

3.36 The harbor entrance is protected by two breakwaters. A light

is shown from a prominent building standing near the head of

the S breakwater. The upper half of the building is red brick;

the lower half is painted white and illuminated to assist mariners at night and during reduced visibility.

3.36 A power station chimney, 42m high, stands 0.7 mile N of the

harbor entrance and is conspicuous. Nelson’s Monument, also

conspicuous, stands 0.3 mile N of the chimney.

3.36 Britannia Pier fronts the shore about 2 miles N of the harbor

entrance and is lighted at night. The large pavilion building

standing on its inner end is prominent.

3.36 A prominent disused brick lighthouse, 21m high, is situated

on the W bank of the river where the channel turns N. A directional sector light, indicating the entrance channel, is shown

from a lattice tower standing close E of the disused lighthouse. 

3.36 Cross Sand Lighted Buoy (52°37'N., 1°59'E.), equipped with

a racon, is moored to the E of the off-lying shoals, about 9.3

miles ENE of Great Yarmouth Haven.

3.36 Pilotage.—Pilotage is compulsory for all vessels of 40m and

over in length, with certain exceptions. Pilots can be contacted

by VHF and board within 1 mile of Corton Lighted Buoy

(52°31.1'N., 1°51.5'E.), off the entrance to Holm Channel, or

not less than 0.5 mile from the harbor entrance.

3.36 Vessels should send an ETA and a request for pilotage 8

hours in advance. The message should include length, draft,

grt, last port of call, cargo, and berth. Vessels leaving a port

within 8 hours voyage time should send their ETA on departure. Amendments to the ETA should be sent as necessary.

3.36 Vessels should then contact the pilot station and confirm

their ETA 2 hours prior to arrival or when within VHF range.

3.36 Vessel Traffic Service.—Great Yarmouth Vessel Traffic Service (Great Yarmouth VTS) operates in the approaches to the

port.

3.36 All inbound vessels should report their ETA off the port entrance to the VTS Control at least 1 hour prior to arrival. This

report should include draft, length, grt, agent, last port of call,

details of cargo, and designated berth.

3.36 When 1 mile from the entrance, vessels should contact the

Great Yarmouth VTS on VHF channel 12 in order to obtain a

clearance before proceeding into the port. In addition, all

vessels should report when passing the calling-in-points within

the river, which may best be seen on the chart.

3.36 All vessels outbound or moving berth should inform Great

Yarmouth VTS within 15 minutes of ETD in order to obtain a

clearance to proceed.

3.36 Signals.—When the incoming tidal current is running between the pier heads, a quick flashing amber light, visible only

Entrance to the River Yare (Great Yarmouth) 
70 Sector 3. England—Flamborough Head to the Thames Estuary 

Pub. 192

from seaward, is shown from a building standing near the head

of the S breakwater pier (see Aspect).

3.36 Anchorage.—Yarmouth and Caister Roads form one continuous anchorage area between Scroby Sand and the coast.

This area has depths of 9 to 24m, fine sand, gravel, and

pebbles. However, several foul areas and numerous wrecks lie

in this vicinity and may best be seen on the chart.

3.36 The roads are exposed to E winds, which cause a short and

choppy sea. During these conditions, vessels should, if possible, endeavor to anchor off the shallowest parts of the off-lying

sand banks. These shift, but are always indicated in bad

weather by the heaviest breakers. Gorleston Road, SE of the

entrance, provides good sheltered berths, in depths of 10 to

20m, sand. At night, vessels anchor off the coast between the

entrance and Brittania Pier, 2 miles N.

3.36 Directions.—From the N, the approach may be made

through Cockle Gatway, Barley Picle, and Hemsby Hole. From

the E and S, the approach may be made through Holm Channel

or Lowestoft North Road and Corton Road. Vessels from the N

may also proceed through the main route in Haisborough Gat

and then steer accordingly in order to pass through Holm

Channel.

3.36 Barley Picle, the outermost of the N approach channels, lies

between Cross Sand and Scroby Sand. There are depths of over

40m at its N end and less than 10m at the S end. This channel is

not buoyed and due to the changing sands should not be used.

3.36 Hemsby Hole, which narrows to a width of 0.2 mile at its S

end, lies between Cockle Shoal and Caister Shoal, on its E

side, and the coast, on its W side. This channel leads into

Caister Road and passes over a spur with a least depth of 2.1m.

Vessels without local knowledge are recommended not to enter

this channel.

3.36 Cockle Gatway (52°43'N., 1°45'E.) lies between Winterton

Overfalls and Scroby Shoals, on its E side, and Caister Shoal,

on its W side. This channel passes over Cockle Shoal and leads

into Caister Roads and Yarmouth Roads. The fairway is about

0.4 mile wide and has least depths of 4 to 5m. It is indicated by

the lighted buoys which mark the adjacent shoals.

3.36 In Cockle Gatway, it is necessary to watch the tidal currents,

as although they appear to run through the channel near the NE

side of Cockle Shoal, elsewhere they set across the channel.

The S current generally sets on to Scroby Sand and the N

current sets on to Cockle and Caister Shoals.

3.36 The passage through Lowestoft North Road and Corton

Road provides a shorter and more sheltered route for coastal

vessels, but requires local knowledge. (See Lowestoft in paragraph 3.37).

3.36 Holm Channel (52°33'N., 1°48'E.), the main approach

channel to Great Yarmouth, lies between the N side of Holm

Sand (See Lowestoft.) and the S side of Corton Sand. It

extends 3 miles NW from the outer entrance which is marked

by Corton Lighted Buoy, moored 5.4 miles SE of Great

Yarmouth Haven. The fairway is marked by lighted buoys

which are frequently moved to indicate the changing depths

and shoals. Depths in the fairway vary between 6.5m and 8m.

3.36 After passing through Holm Channel into Gorleston Road, a

lighted range indicates the approach fairway through the river

entrance.

3.36 Hewett Channel, lying between Middle Scroby and Corton

Sand, and Corton Channel, located on the S side of Corton

Sand, are former entrance channels which are no longer

marked by aids.

3.36 Caution.—It is reported that a new outer harbor is under

construction within a prohibited area situated on the N side of

the approach to the port entrance. The prohibited area is

encumbered by rock structures, buoys, anchors, and moorings.

Construction vessels and barges entering and leaving this

prohibited area may be encountered in the approaches. 

3.36 Vessels, especially those of deep draft, are cautioned that

changes in the banks and the passages between them are

frequent and no channel should be used unless buoyed, even

though the charted depths appear sufficient. Experience has

shown that the changes in the unbuoyed channels are more

frequent than elsewhere.

3.36 Because of the frequent depth changes it is often necessary

to place or move buoys prior to the dissemination of a Notice to

Mariners.

3.36 Numerous wrecks, some of which are marked by buoys, lie

in the approaches to the port and may best be seen on the chart.

3.36 Numerous vessels in transit to and from the gas fields and

production platforms in the North Sea may be encountered

within the channels leading to the port, which is a base for such

craft.

3.36 Cross Sand and Scroby Sand are continually altering, both in

shape and position, and should not be approached on their

unmarked sides without local knowledge.

3.36 Temporary shoaling is liable to occur in the vicinity of the

harbor entrance during strong E winds, when depths of 0.9m

less than those charted may be expected.

3.36 A submarine gas pipeline crosses the river about 0.3 mile

above the entrance.

3.36 Several submarine power cables cross the river 1.2 miles

above the entrance.

3.36 A ferry crosses the river 1.3 miles above the entrance.

3.36 Due to silting, depths alongside the river berths are subject to

frequent change.

3.36 Light-draft vessels can enter at any time, but high or low

slack water is recommended. Entry should be delayed when

there is a heavy sea in the entrance, particularly during strong

SE winds and an ebb current.

Lowestoft (52°29'N., 1°45'E.)

World Port Index No. 31570

3.37 Lowestoft stands on the summit and slopes of a steep

bank with many trees on it. The town extends both N and S of

the harbor entrance and is prominent from seaward. The port,

which is entirely artificial, is divided into Outer Harbor and

Inner Harbor. It is approached through the extensive series of

shoal banks which front this entire coast as far S as Benacre

Ness. These shoals form a natural breakwater and afford protection to the roadstead and the harbor.

3.37 Winds—Weather.—At Lowestoft, the sea level is greatly

affected by winds. Strong N winds can raise the level by up to

0.9m; strong S winds have the opposite effect. At neaps, the

sea level may rise continuously during the period of falling tide

and at springs, the normal flood and ebb currents may be

nearly canceled.
Sector 3. England—Flamborough Head to the Thames Estuary 71

Pub. 192

3.37 The sea level is depressed with winds from the ENE, through

S, to SW; winds from other directions have the opposite effect.

With force 3 to 4 ESE winds, the level can be depressed by up

to 0.1m; with force 3 to 4 NW winds, the level can be raised by

the same height. It is reported that strong winds and gales can

depress or raise the level by up to 1.2m. Similar changes

possibly occur at other places on this coast.

3.37 The sea level is also affected by seiches of considerable

range. During strong N gales, the rising tide may be interrupted, at frequent intervals, by periods of fall; the falling tide

may also be interrupted by periods of rise. The tidal currents in

the entrance and harbor, under these circumstances, are similarly affected; they may change from flood to ebb and from

ebb to flood at frequent intervals, attaining velocities up to 4

knots at the bridge.

3.37 Tides—Currents.—Tides rise about 2.4m at springs and

2.1m at neaps.

3.37 In Newcome Channel, the tidal currents appear to be

deflected to the E by the shoals in the vicinity; in Corton Road

and Lowestoft North Road, the currents generally set in the

direction of the coast.

3.37 In the narrow channel lying between the NW side of

Lowestoft Bank and the harbor entrance, the currents attain a

velocity of 4 knots at springs.

3.37 In the entrance of the harbor, the tidal currents are strong and

complex.

3.37 After HW at Lowestoft, the N current produces a strong N

set across the entrance which is met by the ebb current from the

harbor. These two currents then run together in a NE direction

along the North Pier extension. A vessel entering the harbor

under these conditions will have the ebb current on its

starboard bow, while the outside N current will be on the port

quarter. This will result in the vessel tending to sheer towards

the South Pier as the entrance is approached.

3.37 When a S current runs outside the harbor during the flood,

the resulting current will flow SW along the North Pier extension and into the harbor or across South Pier. Under these

conditions, a vessel will tend to be swept onto South Pier as the

entrance is approached.

3.37 Depths—Limitations.—The entrance to the harbor, between North Pier and South Pier, is 46m wide and has depths

of 7.1m at HWS and 5.2m at LWS. The Outer Harbor consists

of Hamilton Dock, Waveney Dock, and Trawl Dock, on the N

side, and Yacht Basin, on the S side. The docks on the N side

have depths alongside of up to 5.5m at HWS and 3.6m at LWS

and are mainly used by fishing vessels and vessels connected

with the North Sea oil and gas fields. In addition, oil platform

module construction is carried out in Waveney Dock.

3.37 The Outer Harbor and the Inner Harbor are connected by a

channel, 22.7m wide, which is spanned by a bascule bridge.

This channel is maintained by dredging and has depths of 7.1m

at HWS and 5.2m at LWS.

3.37 Inner Harbor has 1,982m of total quayage, with depths

alongside of up to 7.1m at HWS and 5.2m at LWS. There are

extensive cargo berths including terminals for container, bulk,

tanker, and ro-ro vessels. In addition, there are facilities for

large offshore supply vessels.

3.37 Vessels up to 8,420 dwt, 125m in length, and 6.4m draft have

been accommodated at HWS.

3.37 Aspect.—Lowestoft Ness, located 0.6 mile N of the harbor

entrance, is the easternmost point of England. It is low,

rounded, and sandy.

3.37 A light is shown from a prominent tower, 16m high, standing

1 mile N of the harbor entrance.

3.37 Prominent landmarks to the N of the entrance include the

tower of the church at Corton, 2.1 miles NNW of the light, and

the narrow spire of the church standing 0.5 mile W of the light.

Conspicuous landmarks include a large apartment building

standing 0.4 mile S of the light and a silo, 49m high, standing

on the N side of the Inner Harbor.

3.37 It is reported that a conspicuous wind generator, 80m high,

stands on the seafront, 0.5 mile NNE of the harbor en-trance.

3.37 Conspicuous landmarks to the S of the entrance include the

southmost of two water towers standing 1.7 miles SSW of the

harbor entrance; the tower of the church at Kessingland, 2

miles S of the water tower; and Claremont Pier, now partly

derelict, located 0.5 mile SSW of the harbor entrance.

3.37 Pilotage.—Pilotage is compulsory for vessels over 60m in

length and all vessels carrying dangerous cargo. Vessels should

send an ETA at least 24 hours in advance to Lowestoft Port

Control. This ETA should be confirmed 3 hours and 1 hour

prior to arrival on VHF channel 14. Vessels should state their

preferred pilot boarding position.

3.37 Pilots may be contacted by VHF and board, as follows:

1. For vessels intending to use Holm Channel—Lowestoft (Outer Station) (52°30.8'N., 1°50.8'E.).

Lowestoft

Lowestoft Light
72 Sector 3. England—Flamborough Head to the Thames Estuary 

Pub. 192

2. For vessels intending to use Stanford Channel,

especially those approaching from the S and E—Lowestoft

(South Station) (52°26.6'N., 1°48.3'E.).

3. For any vessel entering the port—Lowestoft (Inner

Station) (52°29.8'N., 1°47.0'E.). This station will be used in

all cases when conditions do not permit safe boarding at the

Outer Station or the South Station. 

3.37 Regulations.—Inbound vessels should request instructions

from the Vessel Traffic Service (VTS) before approaching the

harbor entrance. Outbound vessels should request instructions

before leaving the berth and before approaching the bridge.

3.37 Vessels departing the port have very limited vision until they

are clear of the piers. Therefore, vessels on coastal passage

proceeding close to the harbor entrance are advised to contact

the VTS system on VHF channel 14 for traffic information.

3.37 The maximum speed for vessels within the harbor is 4 knots.

3.37 Signals.—The harbor control light, a white quick flashing

light, is shown below the light at the head of South Pier. When

the light is flashing, vessels may proceed to sea but shall not

enter. At all other times, vessels may enter the harbor but shall

not proceed to sea.

3.37 Vessels shall not approach to within 137m of the bascule

bridge, at the entrance to the Inner Harbor, until a green light is

shown on the N wall of the entrance. When this light is shown,

vessels may enter or leave the Inner Harbor.

3.37 Directions.—Holm Sand lies with its N end located about

3.5 miles SE of the entrance to Great Yarmouth Haven. This

shoal forms the S side of Holm Channel and extends about 3

miles S to join the E arm of Newcome Sand. Part of Holm Sand

dries and the sea breaks over it in all but the calmest weather.

3.37 Newcome Sand is a Y-shaped shallow shoal. From a position

3 miles SSE of the entrance to Lowestoft, its W arm extends N

to a position about 0.7 mile E of the entrance; the thinner E arm

extends NNE to a position about 1.8 miles ENE of the entrance

and joins the S end of Holm Sand. The Ridge, with a least

depth of 4.2m, extends ESE for about 0.3 mile from a point on

the coast, 0.5 mile NNE of the harbor entrance. Lowestoft

Bank, with a least depth of 1m, extends S from The Ridge and

joins the W arm of Newcome Sand. The inner edge of this bank

connects with the coastal bank, about 1 mile SSW of the harbor

entrance. Barnard, an irregular-shaped shoal with a least depth

of 2.1m, extends up to 1.3 miles offshore in the vicinity of

Benacre Ness, 4 miles S of the harbor entrance.

3.37 From the N, the port can be approached either through Holm

Channel (see paragraph 3.36) or Yarmouth Road, then through

Corton and Lowestoft North Roads. This approach is marked

by lighted buoys.

3.37 From the S, a buoyed channel, which is entered between

Barnard Shoal and the S end of Newcome Sand, leads to

Pakefield Road, 1.5 miles S of the harbor entrance. From Pakefield Road, an approach channel leads W of Lowstoft Bank and

through Lowestoft South Road to the entrance. This approach

necessitates a tight turn into the harbor entrance; therefore,

large vessels are recommended to pass the harbor entrance,

turn in Lowstoft North Roads, and make their entry from the N.

3.37 Vessels can also approach the port from the E by using

Stanford Channel. This channel, which leads between Holm

Sand and Newcome Sand, is marked by lighted buoys. It is

entered about 1.7 miles SE of the harbor and leads 1.5 miles

NNW to join the route from the N in the vicinity of the S part

of Lowestoft North Roads. 

3.37 Vessels are advised to enter the harbor on the flood and leave

on the ebb tide. When approaching from N or S, vessels are

advised to proceed as slowly as possible until about 100m off

the entrance when speed should be increased for entry into the

harbor.

3.37 Anchorage.—Corton Road affords good but confined anchorage, in depths of 8 to 13m, blue clay and mud.

3.37 Lowestoft North Road affords anchorage, in depths of 6 to

16m, sand and gravel; however, this anchorage is exposed to E

winds which cause an exceptionally short and choppy sea.

Lowestoft South Road is not used as an anchorage due to

shoaling.

3.37 Caution.—Due to the continually changing nature of the

shoals and channels in the approaches to the port, local knowledge is essential and pilotage is recommended for all vessels.

3.37 A spoil ground area is centered about 1 mile E of the harbor

entrance and may best be seen on the chart.

3.37 A measured distance, marked by beacons, is situated on the

W side of Lowestoft North Roads and may best be seen on the

chart.

3.37 An outfall pipeline, which may best be seen on the chart,

extends about 0.6 mile seaward from Lowestoft Ness.

3.37 A submarine cable, which may best be seen on the chart, extends E from the shore, about 0.7 mile N of the harbor entrance, in the vicinity of Lowestoft Ness.

3.37 Numerous wrecks and obstructions lie within the approaches

to the port and may best be seen on the chart.

3.37 Numerous groins, some marked by beacons, extend from the

shores in the vicinity of the port and are a danger to small craft

navigating inshore. 

3.37 Numerous vessels in transit to and from the gas fields and

production platforms in the North Sea may be encountered

within the channels leading to the port, which is a base for such

craft.

3.37 A submarine power cable crosses the harbor channel close E

of the bascule bridge.

3.37 It has been reported that when the bascule bridge is opened

on demand from the pilot, it is only opened when the vessel is

quite close to the bridge.

3.37 Due to silting, depths within the harbor may be less than

charted at times.

3.37 It is reported that depths up to 1m less than charted exist

within the harbor, outside the dredged areas.

Lowestoft to Orford Ness

3.38 Benacre Ness (52°24'N., 1°44'E.), a low and

indefinite point, is located 5 miles S of Lowestoft. There are no

conspicuous objects in this vicinity, except for a thick, compact

grove of trees standing close to the coast, SW of the point. To

the N of this point the offshore shoals merge with the coastal

bank. A prominent church and two conspicuous water towers

stand at Pakefield, about 3 miles N of the point. A conspicuous

church tower is situated at Kessingland, about 1.2 miles N of

the point.

The coast to the S of Benacre Ness consists of low cliffs

fringed by beaches. In places within 2 miles of the point, the
Sector 3. England—Flamborough Head to the Thames Estuary 73

Pub. 192

coast is eroding and after HWS or storms, debris such as tree

trunks may be encountered offshore. A prominent church

stands at Covehithe, about 1.5 miles SSW of the point.

3.38 Southwold (52°20'N., 1°41'E.), a small resort town, stands

on a hill of moderate elevation, 4.6 miles SSW of Benacre

Ness. A church standing on the NW side of the town and a

water tower standing close W of it are conspicuous. A light is

shown from a prominent tower, 31m high, standing in the

middle of the town.

3.38 The harbor, located 0.5 mile S of the town, lies in the lower

reaches of the River Blyth and is used by small fishing boats

and pleasure craft. There are depths up to 2.1m in the entrance,

1.1 to 1.3m over the bar, and 1.7 to 2.8m alongside the berths.

Most craft berth alongside pontoons moored upstream. Vessels

should keep to the N side of the river as shoal water extends N

from the S pier. The depths and extent of the sand over the bar

change frequently. Pilotage is unavailable, but instructions for

entering the harbor are given by VHF on request.

3.38 Caution.—Several submarine cables, some disused, extend

seaward from the coast between Lowestoft and the vicinity of

Benacre Ness and may best be seen on the chart.

3.39 Dunwich Cliffs (52°16'N., 1°38'E.), 17m high, are

located 4 miles SSW of Southwold Light. They rise abruptly

and are a prominent light color. A conspicuous church stands

in the town of Walberswick, 0.7 mile W of the entrance to

Southwold.

3.39 Thorpe Ness (52°11'N., 1°37'E.), a rounded point with an

elevation of 12m, is located 4.7 mile S of Dunwich Cliff.

Several white cottages, prominent in the morning light, stand

on the cliffs in the vicinity of Minsmere Sluice, 4 miles N of

Thorpe Ness.

3.39 The village of Thorpeness stands on the coast, 0.5 mile SSW

of Thorpe Ness. A conspicuous water tower stands in the

village. Another water tower, which has the appearance of a

dovecot, stands near a windmill, about 0.2 mile WNW of the

village. A prominent radio mast, 91m high, stands 1 mile W

the village and a prominent television mast stands 1.8 miles

inland.

3.39 Sizewell Nuclear Power Station (52°13'N., 1°37'E.) is located near the village of the same name, 1.4 miles N of Thorpe

Ness. The power station consists of conspicuous large building,

71m high, with another building surmounted by a white dome,

75m high, standing close N of it.

3.39 Aldeburgh (52°09'N., 1°36'E.), a small resort town, stands

behind a low shingle beach, 2.2 miles SSW of Thorpe Ness. A

church, with a conspicuous tower, stands in the town, but the

water tower situated close SW of it is usually hidden by trees.

The Benjamin Britten Monument stands on the beach about 0.3

mile N of the church and consists of a prominent steel scalloped shell, 4m high.

3.39 A low shingle beach extends S between the town and Orford

Ness. The River Alde approaches close to the sea at a position

about 0.8 mile S of the town and a conspicuous martello tower

stands in this vicinity.

3.39 Orford Ness (52°05'N., 1°35'E.), located 4.4 miles SSW of

Aldeburgh, is described in paragraph 4.12.

3.39 Caution.—Careful attention must be paid to the tidal currents in the vicinity of Orford Ness.

3.40 Off-lying dangers.—Dunwich Bank and Sizewell

Bank, with least depths of 3.3m, lie parallel with the coast 1 to

1.5 miles offshore, adjacent to Dunwich Cliffs and Sizewell. 

3.40 Aldeburgh Napes, with a least depth of 10.1m, is a detached

shoal which lies about 4 miles E of Aldeburgh.

3.40 Aldeburgh Ridge, with a least depth of 1.3m, lies about 0.7

mile off the coast, 1.5 miles NE of Orford Ness; the S and

shallowest part of this shoal is named Onion.

3.40 Caution.—Submarine pipelines extend up to 0.4 mile seaward from the shore in the vicinity of the nuclear power station at Sizewell.

3.40 Several submarine cables, some disused, extend seaward

from the coast in the vicinity of Aldeburgh and may best be

seen on the chart.

3.40 An oufall pipeline, which may best be seen on the chart,

extends about 0.8 mile SE from the S part of Aldeburg and is

marked by a buoy.

3.40 It is reported that transfer of liquid cargo between tankers

takes place, occasionally, in a position about 11 miles ESE of

Southwold. Vessels engaged in this task may be at anchor or

otherwise unable to maneuver.

3.40 A disused explosives dumping ground area, the limits of

which are shown on the chart, lies centered about 12 miles E of

Orford Ness.

3.40 Numerous wrecks, some dangerous, lie off this stretch of

coast and may be best seen on the chart.

3.40 Numerous lobster pots are laid, in the summer, off the

coastal banks on this area.

Southwold Light

Sizewell Nuclear Power Station
Pub. 192

4. England—The Thames Estuary

4.0Additional chart coverage may be found in NGA/DLIS Catalog of Maps, Charts, and Related Products (Unlimited Distribution).

SECTOR 4 — CHART INFORMATION
77

Pub. 192

SECTOR 4 

ENGLAND—THE THAMES ESTUARY

4.0 Plan.—This sector describes the estuary of the River

Thames and the outer passages between Orford Ness and North

Foreland. Also included is a description of the channels

through the estuary and along the adjacent coasts. The general

descriptive sequence is from seaward to the entrance of the

River Thames.

General Remarks

4.1 The estuary of the River Thames is entered between

Orford Ness and North Foreland. It extends as far W as The

Nore (51°29'N., 0°51'E.), at the entrance to the river itself. This

triangular space enclosed within these three points is greatly

encumbered by shoals and banks, many of which dry. Between

these banks are several channels which lead to Harwich and the

River Thames. The estuary proper, may be said to be contained

between The Naze (51°52'N., 1°17'E.) and Shoebury Ness, 28

miles SW, on its N side, and North Foreland and Garrison

Point, 27 miles W, on its S side. In this funnel shaped area are

numerous long and narrow shoals which generally run in NE

and SW directions. 

4.1 In using the channels, vessels, as a rule, have to depend on

the buoys and beacons which mark the banks and shoals, as,

although there are many conspicuous landmarks standing on

the N and S shores of the estuary, they are not usually available

because of the lowness of the land and the prevailing poor

visibility.

4.1 Soundings should be taken continuously for, although the

charts give the depths at the last survey, changes are often

frequent and rapid. It is equally important to be aware of the

state of the tide and tidal current conditions. Local knowledge

is essential. 

4.1 Tides—Currents.—Tides at the Shivering Sand Tower

(51°30'N., 1°05'E.), in the vicinity of Knob Channel, rise about

5.2m at springs and 4.1m at neaps.

4.1 Negative surges are important as they result in reduced

underkeel clearances. They occur in the S part of the North Sea

as a result of local S or SW winds and are most frequent during

December and January, but are rare in summer. The Thames

Estuary is the area most affected by these surges. In February

1968, the level in the estuary was 0.6m below that predicted for

24 hours, the lowest level being 1.8m below that predicted. The

largest recorded surge occurred at Sheerness during December

1982, with a level of 2.25m below than predicted, which remained 1m below that predicted for over 12 hours. London

VTS broadcasts tidal information, including negative surge

predictions. 

4.1 There is no evidence of any appreciable permanent current in

the Thames Estuary. Strong currents may occur during and

after tidal surges, which can augment the tidal currents or tend

to cancel them out.

4.1 Between Orford Ness (52°05'N., 1°35'E.) and Kentish

Knock (51°39'N., 1°37'E.), there is little or no variation of the

times at which the tidal currents begin. However, off North

Foreland (51°23'N., 1°27'E.), they begin 1 hour 30 minutes

earlier than at Kentish Knock. The times at which the tidal

currents begin become progressively later farther W and off the

entrances to the River Medway and the River Thames, the tidal

currents begin 1 hour 15 minutes later than in the outer

approaches.

4.1 In the outer part of the estuary, the general direction of the

tidal currents is SSW on the flood and NNE on the ebb. Farther

in, the tidal currents set in the direction of the channels. There

may be eddies towards the sides of these channels and at

entrances to swatchways. 

4.1 Pilotage.—Deep Water pilot boarding area is designated in

position 51° 29.0'N, 1°34.0'E. The seaward limit of the Port of

London (PLA) Pilotage Area is bounded by the following

positions: 

1. Foulness Point (51°37.0'N., 0°57.3'E.).

2. Gunfleet Old Lighthouse (51°46.1'N., 1°20.5'E.).

3. Long Sand Head (51°48.0'N., 1°40.0'E.).

4. Position 51°36.00'N, 1°23.08'E.

5. Position 51°26.60'N, 1°25.50'E.

6. Warden Point (51°24.9'N., 0°54.4'E.).

4.1 The inner limit of the London Pilotage Area is on the River

Thames at Putney Bridge.

4.1 Pilotage within the area is compulsory, as follows:

1. To the E of Sea Reach Lighted Buoy No. 1

(51°29.4'N., 0°52.5'E.), for the following:

a. Vessels or tugs and tows of 90m or more in length.

b. Vessels or tugs and tows of 50m or more in length

that are Specified Vessels, passenger vessels, and vessels

carrying marine pollutants in bulk.

c. Vessels or tugs and tows of 50m in length and up to

90m in length, with an operating draft of 6m or more.

d. Vessels or tugs and tows of 50m in length and up to

90m in length, with an operating draft of 4m or more,

when Restricted Visibility exists where the vessel is, or

within that part of the London Pilotage Area through

which the vessel in question has planned its passage, or

both.

2. To the W of Sea Reach Lighted Buoy No. 1, for the

following:

a. Vessels or tugs and tows of 80m or more in length.

b. Vessels or tugs and tows of 50m or more in length

that are Specified Vessels, passenger vessels, and vessels

carrying marine pollutants in bulk.

c. Vessels or tugs and tows of 50m or more in length,

with an operating draft of 5m or more.

d. Vessels or tugs and tows of 50m or more in length,

with an operating draft of 4m or more, when Restricted

Visibility exists where the vessel is, or within that part of

the London Pilotage Area through which the vessel in

question has planned its passage, or both.

3. To the W of the Margaret Ness Limit, a line extending

across the River Thames from Margaret Ness Light
78 Sector 4. England—The Thames Estuary 

Pub. 192

(51°30.5'N., 0°05.5'E.) in a direction of 334°, for vessels or

tugs and tows of 40m or more in length or over 50 grt.

4.1 Pilotage is not compulsory within the areas below, as follows:

1. United Kingdom warships in any part of the London

Pilotage Area.

2. Tugs and tows, where the tug undertaking the tow is

licensed for towage under the PLA Act 1968 (as amended),

in any part of the Pilotage Area, as follows:

a. To the W of Sea Reach Lighted Buoy No. 1, provided that the length of the object towed does not exceed

80m.

b. To the W of Tower Bridge, provided that the length

of the object towed does not exceed 50m.

3. To the E of Sea Reach Lighted Buoy No. 1 for such

vessels up to 140m in length as the PLA may specify from

time to time, and for such period as the PLA may specify.

This exception will only apply where vessels are actually engaged in activities such as dredging or maintaining navigation buoys and marks or offshore structures within the London Pilotage Area, and where these vessels are regularly engaged in work of that nature within the area.

4. Pilotage shall not be compulsory in circumstances

where vessels are being moved for no more than 2 miles in

the River Thames, in the area between London Bridge and

the Denton Limit, a line extending N/S through the E extremity of Denton Wharf (see paragraph 5.5), for the purpose

of changing a vessel from one berth, mooring, or anchorage

to another berth, mooring, or anchorage, or taking it into or

out of any dock from or to another berth, mooring, or anchorage. Vessels excluded are, as follows:

a. Specified Vessels.

b. Passenger vessels of 50m or more in length.

c. Vessels carrying marine pollutants in bulk.

d. Vessels over 230m in length between the Denton

Limit and the Queen Elizabeth II Bridge.

e. Vessels over 140m in length between the Queen

Elizabeth II Bridge and Margaret Ness. 

f. Vessels over 100m in length between Margaret

Ness and London Bridge.

4.1 Specified Vessels are defined as any vessel having on board

(including slop tanks) quantities of the following:

1. Explosives in excess of 10 kg.

2. LNG in bulk, LPG in bulk, or being non-gas free

following discharge of these cargoes.

3. Flammable liquids and substances in bulk or being

non-gas free following discharge of these cargoes.

4. Toxic and corrosive substances in bulk or being

non-gas free following discharge of these cargoes.

4.1 Restricted Visibility is defined as all circumstances when

visibility is less than 0.5 mile.

4.1 Operating draft is defined as the maximum draft of the vessel

during its current passage within the Pilotage Area. 

4.1 For further details of these definitions, see The Port of

London Regulations (General Directions for Navigation in the

Port of London 2003).

4.1 Inbound vessels should send an ETA message, with a Provisional Order for a pilot and the mandatory pilotage details

(see the table titled London VTS—Reporting Information),

to the London Port Control Center, Gravesend at least 24 hours

prior to arrival at the pilot boarding position.

4.1 When it is not possible to give advanced notice as described

above, Provisional Orders must be received before 1500 (local

time) of the day prior to that on which the pilotage service is

required.

4.1 The Provisional Order should include the following details:

1. Location at which the pilot is required.

2. Vessel’s IMO number.

3. Gross registered tons.

4. Length.

5. Operating draft.

6. Full maneuvering speed.

7. Destination.

8. Date and time at which pilot is required.

4.1 A confirmed order for pilotage must then be sent 8 hours in

advance of the vessel’s ETA at the pilot boarding position to

London Port Control Center, Gravesend.

4.1 Any changes to the ETA must be sent at least 4 hours in

advance of the initial ETA. 

4.1 Confirmation of the ETA should again be sent 4 hours before

arrival at the pilot boarding position.

4.1 Thereafter, any changes and a final ETA must be given when

the vessel is in VHF radio contact with the appropriate pilot

station (see below) or London VTS.

4.1 Outbound vessels, vessels shifting berth, and vessels leaving

an anchorage should send an ETD message, with a Provisional

Order for a pilot and the mandatory pilotage details (see VTS

reporting table) to the London Port Control Center, Gravesend

at least 24 hours in advance. The Provisional Order should

include the same details as for inbound vessels.

4.1 When it is not possible to give advanced notice as described

above, Provisional Orders must be received before 1500 (local

time) of the day prior to that on which the pilotage service is

required.

4.1 A confirmed order for pilotage must then be given 4 hours in

advance of the vessel’s ETD. Any changes must be reported up

to 2 hours before sailing. Thereafter, the vessel must contact

the London VTS directly.

4.1 The Port Control Center London may be contacted by e-mail

for all aspects of information, iicluding Port of London Authority Regulations and changes or amendments in the London

River By-Laws of 1978, as follows: 

4.1 Vessels engaged in short voyages may give confirmation

notices for pilotage and an ETA when leaving the previous port

if less than the above required times.

4.1 Vessels bound for London (or Medway) ports, which anchor

in the general vicinity of Sunk, Outer Tongue, or Margate

Roads (at the outer anchorages), or are inbound from any port

located adjacent to the limits of the London Pilotage Area are

required to give not less than 8 hours notice.

4.1 Vessels requiring a pilot to embark or disembark at a port on

the European continent should obtain the approval of the

Pilotage Manager at the PLA Pilotage Administration Office

not later that 3 days before the service is required. The Pilotage

Manager may be contacted, as follows:

shipcon@pla.co.uk
Sector 4. England—The Thames Estuary 79

Pub. 192

1. Telephone 44-1474-562362

2. Facsimile 44-1474-562378

4.1 Vessels requiring a pilot to embark or disembark at other

United Kingdom ports within the Thames estuary may make

arrangements subject to availability and a minimum confirmed

notice time of 8 hours in advance.

4.1 Pilots for the Port of London may be embarked or disembarked at the following pilot boarding stations:

1. NE Spit Pilot Station (Ramsgate).—Pilots board in

position 51°25'N, 1°30'E, between NE Spit Lighted Buoy or

Sunk Pilot Stations. The Deep Water (DW) pilot boarding

area is centered on position 51°28'N, 1°32'E. Vessels should

contact this station on VHF channel 9 (call sign: NE Spit

Pilots). Pilots at this station shall normally be embarked or

disembarked by the following vessels:

a. Vessels entering from the S or E, or departing for

the S or E, whose operating draft allows use of the Princes

Channel (see paragraph 4.10) or Fisherman’s Gat (see paragraph 4.8). Alternatively, deeper draft vessels boarding

pilots at NE Spit may take a passage through Black Deep

via the Longsand Head Inshore Route or via the Sunk Precautionary Area. 

b. All other vessels with an operating draft of less

than 6m unless bound to or from ports in Essex or Suffolk. 

2. Sunk Pilot Station (Harwich).—Pilots board in position 51°51.4'N, 1°40.5'E, about 3.5 miles WNW of Sunk

Centre Light Vessel. This station also provides pilots for

Harwich, Felixstowe, Ipswich, and Mistley (Haven Ports)

(see paragraph 4.16). Vessels should communicate with this

station on VHF channels 14 and 9 (call sign: Sunk Pilots).

This boarding station is situated in the NE part of Sunk Inner

Precautionary Area and within the Sunk VTS area (see Regulations below and in paragraph 4.16). Pilots at this station

are normally embarked or disembarked by the following:

a. Vessels with drafts of 6m or more entering from or

leaving for ports to the N and NE of the River Thames.

b. Vessels entering from or leaving for ports to the S

and E of the River Thames which are unable to use Princes

Channel (see paragraph 4.10) or Fishermans Gat (see paragraph 4.8) because their operating draft is too great.

c. Vessels with drafts of less than 6m which agree to

pay an additional pilotage charge for such service.

d. Vessels entering from or leaving for ports in Essex

or Suffolk.

3. Warp Pilot Station (Sheerness).—Vessels should

communicate with this station on VHF channel 9 (call sign:

Sheerness Pilots). This pilot station should be used by vessels for which pilotage is compulsory only to the W of Sea

Reach Lighted Buoy No. 1. Pilots normally board in position

51°29.7'N, 0°55.0'E and disembark in position 51°29.4'N,

0°52.5'E (close S of Sea Reach Lighted Buoy No.1).

4. River Pilot Station (Gravesend).—Vessels should

communicate with this station on VHF channel 9 (call sign:

London Pilots). This pilot station should be used by vessels

for which pilotage is compulsory to the W of the Crayford

Ness Limit, a line extending across the River Thames from

Crayford Ness, on the S bank, on the line of longitude

0°12.8'E. Pilots board and disembark vessels off Gravesend

(0.2 mile N of Royal Terrace Pier).

4.1 Regulations.—Precautionary Areas, Designated Routes,

and associated TSSs are situated in the approach to the Thames

Estuary, in the vicinity of Sunk (51°51'N., 1°38'E.). They have

been established in order to reduce the risk of collision and

control traffic in this congested area.

4.1 Sunk Outer Precautionary Area, which is about 12 miles

long and 6 miles wide, lies centered on Sunk Centre Light

Vessel (51°50'N., 1°46'E.).

4.1 An Area to be Avoided is centered on Sunk Centre Light

Vessel in order to protect this aid from damage. It has a radius

of 0.5 mile and may best be seen on the chart.

4.1 All vessels should follow the recommended counterclockwise traffic direction around the light vessel.

4.1 Sunk TSS North, about 2 miles long, is situated adjacent to

the N side of Sunk Outer Precautionary Area, between Inner

Gabbard and Shipwash. The southbound traffic lane is located

on the W side of the separation zone; the northbound traffic

lane is located on the E side of the separation zone. Beyond

this TSS, the coastal route leads in a N direction along the E

coast of England.

4.1 Sunk TSS East, about 5.5 miles long, is situated adjacent to

the E side of Sunk Outer Precautionary Area, between Inner

Gabbard and The Galloper. The southwestbound traffic lane is

located on the N side of the separation zone; the northeastbound traffic lane is located on the S side of the separation

zone. Beyond this TSS, a route leads in an ENE direction to the

vicinity of the North Hinder Junction Precautionary Area (see

Sector 7).

4.1 Sunk TSS South, about 3.8 miles long, is situated adjacent

to the S side of Sunk Outer Precautionary Area, between Kentish Knock and North Falls. The southbound traffic lane is located on the W side of the separation zone; the northbound

traffic lane is located on the E side of the separation zone. Beyond this TSS, routes lead SSE through Falls Gap or SSW to

the Dover Strait TSS (see Directions in paragraph 4.4).

4.1 Sunk Inner Precautionary Area is situated adjacent to the W

side of Sunk Outer Precautionary Area. This area, which is

about 6 miles long and 6 miles wide, is irregular in shape. Sunk

Inner Lighted Buoy (51°51'N., 1°35'E.) is moored near the

center of this area.

4.1 Galloper Recommended Route leads in an ESE direction

from the SE side of Sunk Outer Precautionary Area. This route

is designed for cross-channel ferries proceeding to and from

Oostende or Zeebrugge. Such vessels cross the Noord Hinder

South TSS in the vicinity of Twin Lighted Buoy (51°32.0'N.,

2°22.6'E.).

4.1 Shipwash Bank Route and Long Sand Head Two-Way Route

have been established in order to reduce congestion in the approaches to the Sunk Pilots boarding station. Both routes avoid

the Sunk Outer Precautionary Area.

4.1 Shipwash Bank Route leads S into Sunk Inner Precautionary

Area, passing W of Sunk TSS North and E of Shipwash.

Access is via a restricted area; vessels are normally prohibited

from passing into the Harwich Deep-Water Channel between

South Shipwash Lighted Buoy (51° 52.7'N., 1°34.2'E.) and

Walker Lighted Buoy, moored about 1 mile N. This route may

be used by vessels of less than 20m in length, sailing vessels,

and vessels engaged in fishing irrespective of port of destination or origin. It may also be used by vessels operated under a

pilot exemption certificate and vessels exempt from pilotage by

the regulations of the port of destination. All such vessels may
80 Sector 4. England—The Thames Estuary 

Pub. 192

proceed to or from any port accessible by Sunk Inner Precautionary Area, including Thames and Medway ports.

4.1 Long Sand Head Two-Way Route, which is about 11 miles

long, leads N into Sunk Inner Precautionary Area, close E of

Long Sand Head (51° 46'N., 1°37'E.). It passes between

Kentish Knock and the W side of Sunk TSS South. This route

may be used by vessels of less than 20m in length, sailing

vessels, and vessels engaged in fishing irrespective of their port

of destination or origin. It may also be used by vessels operated

under a pilot exemption certificate and vessels exempt from

pilotage by the regulations of the port of destination, which are

proceeding only to or from Thames or Medway ports. In accordance with Rule 9 (72 COLREGS), vessels less than 20m in

length, sailing vessels, and vessels engaged in fishing using

this route shall not impede the passage of vessels which can

safely navigate only within the narrow channel or fairway.

4.1 All of the above Precautionary Areas, TSSs, and routes are

IMO-adopted and may best be seen on the chart.

1. Sunk Vessel Traffic Service (VTS).—Sunk VTS is

appointed by the United Kingdom Maritime and Coastguard

Agency (MCA) and it is based at Dover Maritime Rescue

Co-ordination Center (MRCC). The VTS covers the two

Sunk Precautionary Areas and the TSSs together with other

routes that lead into them. Within the VTS area, all vesels of

300gt and over are required to comply with the VTS rules.

All vessels within the area are required to comply with

72COLREGS. 

2. Within the VTS following rules apply.—All vessels

equipped with VHF radio, when within the area, shall

monitor the designated VHF chenel. 

a. Vessels of 300gt and over shall report on entering

and leaving the VTS area. The initial entry report shall

comprise of vessel’s name and call-sign, reporting point,

draft, destination, intended route, and ETA at the pilot

station if applicable. 

b. Vessels of 300gt and over shall report when

anchoring in a designated anchorage or elsewhere within

the VTS area. 

c. The VTS working channel is required to be

monitered continuously when at anchor. 

d. Any incident that effects the safety of navigation

of a vessel is to be reported to the VTS. 

3. Vessels which are not proceeding to or departing from

ports within the Thames Estuary or Harwich Haven, shall

avoid Sunk Inner Precautionary Area. 

4. Vessels navigating within Sunk Inner Precautionary

Area shall avoid impending the passage of a vessel

constrained by draft and following Deep Water route.

5. Fishing vessels engaged in fishing shall report their

intentions on entering or leaving Sunk Inner Precaunary

Area. 

6. Dredging vessels working within the VTS area shall

submit passage plans for approval by the VTS authority. 

7. Vessels proceeding towards the Dover Strait TSS will

be requested to provide CALDOVREP information when

reporting to Sunk VTS. This information will also be passed

to Channel Navigation Information Services. 

4.1 For further information concerning Sunk VTS regulations

and reporting procedures, see Regulations under Harwich

(Felixstowe) in paragraph 4.16.

4.1 Sunk Pilots boarding station is situated in the NE part of

Sunk Inner Precautionary Area and within the Sunk VTS area.

Communication in the approaches and at the pilot boarding

station will be conducted by Sunk VTS on VHF channel 14.

4.1 Vessels must confirm their ETA at the boarding station 3

hours (or as soon as possible before arrival) and 1 hour prior to

arrival on VHF channel 9.

4.1 The following rules apply to vessels intending to embark a

pilot at this boarding station:

1. Inbound vessels must approach from the Sunk Outer

Precautionary Area.

2. Vessels must adhere to the pilot boarding turn order

issued by Sunk VTS. 

3. Vessels must avoid waiting in the vicinity of the

boarding station.

4. Vessels must embark the pilot E of Storm Lighted

Buoy unless informed otherwise by Sunk VTS. 

5. Vessels must maintain a listening watch on the VTS

working channel during boarding operations. VHF channel 6

may be used for direct communication with the pilot launch

during the embarkation procedure.

4.1 London Vessel Traffic Service.—London Vessel Traffic

Service (London VTS), a mandatory system, operates in the

approaches to the Port of London. The VTS Area extends seaward from Teddington Lock (51°25.9'N., 0°19.5'W.), at the W

end, to the Sunk Inner Precautionary Area to the N, to the

South Knock and Falls Reporting Points to the E and NE, and

to the Goodwin Reporting Point to the SE. This system consists of three VTS Sectors and is operated from the following

two Control Centers:

1. Port Control Center (call sign: London VTS) is

located at Gravesend. It can be contacted by telephone at 44-

1474-560311 and by e-mail (shipcon@pola.co.uk). This center provides a traffic organization service for the following

VTS Sectors: 

a. Estuary Sector, which extends from the seaward

limit of the VTS Area to Sea Reach Lighted Buoy No. 4

(51°29.6'N., 0°44.2'E.). Vessels navigating in this sector

should use VHF channels 69 (main), 18 (secondary), and

16 or 67 (in an emergency).

b. River Sector, which extends from Sea Reach

Lighted Buoy No. 4 to Crayford Ness (51°29.9'N.,

0°12.7'E.). Vessels navigating in this sector should use

VHF channels 68 (main), 18 (secondary), and 16 or 67 (in

an emergency).

2. Thames Barrier Navigation Center (call sign: London

VTS) is located at Woolwich. It can be contacted by telephone at 44-20-88550315. This center provides a traffic

organization service for Barrier Sector, which extends from

Crayford Ness to Teddington Lock (51°25.9'N., 0°19.5'W.).

Vessels navigating in this sector should use VHF channel 14

(main), VHF channel 22 (secondary), and VHF channels 16

or 67 (in an emergency).

4.1 All vessels over 50 grt or over 40m in length are designated

as Reporting Vessels.

4.1 All Reporting Vessels intending to navigate the River

Thames shall, on arrival at the outer limit of the London VTS

Area, report to the Harbormaster through the Port Control Center (London VTS) that they comply with the navigational

safety requirements of the PLA General Directions.
Sector 4. England—The Thames Estuary 81

Pub. 192

4.1 The London VTS Port Control Center may be contacted by

e-mail, as follows: 

4.1 Reporting Vessels within the VTS Area should maintain a

continuous listening watch on the appropriate area frequency

and should advise London VTS prior to changing to another

frequency or closing down.

4.1 Vessels over 20m in length and vessels certified to carry

more than 12 passengers, which are not Reporting Vessels, are

required to maintain a continuous VHF listening watch.

4.1 Pleasure craft are encouraged to participate.

4.1 Reporting Vessels within the VTS Area are required to report

when anchoring, berthing, entering a lock, and passing the

designated Reporting Points (see below). In addition, they

should report immediately the occurrence of being involved in

or sighting a collision, stranding, fire, or other accident; a machinery or steering breakdown; a navigational incident, a personal injury or recovery of a casualty from the river; or a spillage of oil or oil mixtures.

4.1 All inbound Reporting Vessels must send an ETA message,

with appropriate details (as listed in the table titled London

VTS—Reporting Information), to the Port Control Center 24

hours in advance or within 1 hour of departure from the last port

of call (if nearer).

4.1 Reporting Points.—All vessels are to report at appropriate

shore stations and obtain clearance for continued transit, as

follows:

1. All inbound vessels must contact Port Control Center

(London VTS) on VHF channel 69 upon entering the VTS

area for clearance and traffic routing information, stating the

intended route for transit.

2. A Reporting Arc, for arrival/departure to and from

London, is an arc with a 10-mile radius centered in position

51°38.3'N, 1°23.7'E extending from Foulgers Gat to the

CALDOVREP line extending ESE from North Foreland

Light (51°16.0'N., 1°51.4'E.) in the seperation zone.

3. All vessels are required to report to London VTS

channel 69 when passing the reporting points listed in the

table titled London VTS—VHF channel 69 Reporting

Points. 

4. Outbound reporting vessels on passing Sea Reach No.

4 Lighted Buoy Reporting Point, or when leaving Medway

Ports, on passing the wreck of the Richard Montgomery,

inform London VTS, on VHF channel 69, of the channels

they intend to use for navigation beyond Sea Reach No.1

Lighted Buoy.

5. Reporting information for Knock John Channel and

Fisherman’s Gat is, as follows:

a. Inbound vessels shall report their ETA at Black

Deep No. 7 Lighted Buoy and Knock John No. 1 Lighted

Buoy before arrival at Sunk Head Tower Reporting Point.

However, if a vessel is using Fisherman’s Gat approach,

the ETA should be given upon passing the arrival/

departure Reporting Arc for London; likewise vessels

approaching from the NE Spit Reporting Point are also

required to report London VTS on VHF channel 69.

b. Outbound vessels using Knock John Channel are

required to report upon passing Sea Reach No. 1 Lighted

Buoy or the Medway Lighted Buoy Reporting Point,

giving an ETA for Knock John No. 4 Lighted Buoy, and at

Black Deep No. 7 Lighted Buoy, subsequently informing

London VTS whether or not taking the passage through

Fisherman’s Gat. Outbound vessels are also to report an

shipcon@pla.co.uk

London VTS—Reporting Information

Designator Information Required

**A Vessel’s name, nationality, call sign, IMO 

number, and MMSI number.

*F Maneuvering and sea speed.

G Last port. 

**I1 ETA at pilot station or other position or 

berth (to be identified).

*I2 Name of berth on Port of London.

I3 If an anchorage is required.

I4 If shifting berth, location of new berth.

*J1 If a pilot is required and required pilot 

boarding station.

J2

If navigating under a Pilotage Exemption 

Certificate (PEC), name(s) and number(s) of 

holders.

K1 Next port.

**K2 or ETD from berth and required pilot 

disembarkation station.

*K3 If shifting berth, ETD from present berth.

L Intended approach or departure channel. 

*O Draft (meters) and list, if any.

P1 Cargo status (in ballast, loaded, cargo 

remaining on board etc.).

P2 Details of any hazardous or pollutant 

commodities on board.

Q

Details of any defects, damage, deficiencies, 

or other limitations in regard to crew, navigational equipment, propulsion or maneuvering machinery.

*U1 Gross registered tons.

*U2 Length (meters).

**W Total number of persons on board.

Y

Confirmation Thames Port Passage Plan 

prepared and that charts and navigational 

publications are corrected and up to date. 

* Denotes items mandatory for pilotage request messages. 

** Denotes items mandatory for all Reporting Vessels.

London VTS—Reporting Information

Designator Information Required
82 Sector 4. England—The Thames Estuary 

Pub. 192

updated ETA for Black Deep No.7 Lighted Buoy fron the

SE Mouse Lighted Buoy Reporting Point. 

6. Princes Channel.—Outbound vessels under constrainted draft conditions preferring to use the Princes

Channel DW routes should inform London VTS of their

intention when arriving at Sea Reach No. 4 Lighted Buoy or

when passing the Richard Montgomery wreck.

7. Inshore Passages.—Vessels using the inshore passages should report to London VTS on VHF channel 69 when

passing S Whitaker Lighted Buoy and Maplin Lighted Buoy

or SE Margate Lighted Buoy and Spaniard Lighted Buoy, as

appropriate.

8. Medway.—Vessels entering or leaving Medway are

to report at Medway Lighted Buoy to London VTS on VHF

channel 69 (see paragraph 5.19).

9. All vessels are required to report to London VTS on

VHF channel 68 when passing the Reporting Points listed in

the table titled London VTS—VHF channel 68 Reporting

Points.

10. All vessels are required to report to London VTS on

VHF channel 14 when passing the Reporting Points listed in

the table titled London VTS—VHF Channel 14 Reporting

Points. In addition, reports on entering the Themes Barrier

Control Zone at Margaret Ness (51°30.3'N., 0°50.5'E.) and

Blackwall Point (51°30.3'N., 0°00.2'E.) are mandatory for

all vessels, regardless of their size, and all vessels must be

equipped with VHF. 

4.1 All vessels leaving berth/locks within the Thames Barrier

Control Zone are to report on VHF channel 14, 10 minutes

before leaving and again immediately before leaving. Follow

the general traffic clearance procedure as required by reporting

vessels and request for permission to proceed until the vessel

receives clearance. 

4.1 Outbound vessels, on passsing Sea Reach Lighted Buoy No.

4, should report to the Port Control Center (London VTS) and

declare which channels they intend to use for navigation. Outbound vessels intending to use the Knock John Channel, on

passsing Sea Reach Lighted Buoy No. 1 or Medway Lighted

Buoy, should declare an ETA at Knock John Lighted Buoy No.

7 and state whether they intend to use Fisherman’s Gat. When

passing Knock John Lighted Buoy No. 7, such vessels should

declare an ETA at Black Deep Lighted Buoy No. 7.

4.1 In the narrow fairway leading between Knock John Lighted

Buoy No. 1 (51°34'N., 1°11'E.) and Knock John Lighted Buoy

No. 4, 2.3 miles SW, the following regulations apply: 

1. One-way traffic will be imposed for vessels constrained to navigating within the buoyed channel by their

size or draft. 

2. Vessels navigating with the tide will normally have

the right-of-way.

3. Passing and overtaking may be permitted subject to

the agreement of the vessels involved (does not apply to

LNG vessels).

4. Smaller vessels may navigate outside the buoyed

channel but should inform London VTS and other vessels of

their actions. In electing to navigate outside the buoyed

channel, smaller vessels should be aware that depths are

subject to frequent changes and surveying is carried out less

frequently than within the main channel. 

London VTS—VHF Channel 69 Reporting Points

Barrow Deep/Mouse/The 

Warp

Black Deep/Knock John/ Oaze 

Deep

Fisherman’s Gat/Knob/ 

Knock John

Princes Channel

Sunk Head Tower Sunk Head Tower On arrival/departure at the Reporting Arc On arrival/departure 

at the Reporting Arc 

Barrow No. 2 Lighted Buoy Black Deep No. 5 Lighted Buoy Outer Fisherman Tongue Sand Tower 

Lighted Buoy

Barrow No. 6 Lighted Buoy Black Deep No. 9 Lighted Buoy Black Deep No. 9 Lighted Buoy Shivering Sand 

Tower

Barrow No. 10 Lighted Buoy SE Mouse Lighted Buoy SE Mouse Lighted Buoy Oaze Lighted Buoy 

(inbound only)

N Oaze Lighted Buoy (inbound 

only)

Oaze Lighted Buoy (inbound 

only)

Oaze Lighted Buoy (inbound 

only)

Sea Reach 1 

(outbound only)

Sea Reach 1 (outbound only} Sea Reach 1( outbound only) Sea Reach 1 (outbound only) Sea Reach 4

Sea Reach 4 Sea Reach 4 Sea Reach 4

London VTS—VHF Channel 14 Reporting Points

Name Position Remarks

Crayford Ness 51°29.1'N, 0°12.7'E Inbound and outbound vessels. Mandatory for inbound vessels 

entering Thames Barrier Control Zone. Must report ETA at the 

Barrier or ETA tht destination within zone area, if not passing 

through the Barrier. 

Dagenham, Ford Motor Works 51°30.5'N, 0°09.6'E Inbound vessels only. 
Sector 4. England—The Thames Estuary 83

Pub. 192

4.1 Information broadcasts, including state of traffic, visibility,

tide heights, and other general marine bulletins are given by

London VTS on VHF channel 69 at 15 minutes and 45 minutes

past the hour, on VHF channel 68 on the hour and at 30

minutes past the hour, and on VHF channel 14 (Thames Barrier

Navigation Center) at 15 minutes and 45 minutes past the hour.

4.1 Details of a major incident to seaward of Sea Reach No. 1

Lighted Buoy will be broadcast by the Port Control Center

(London VTS) using the code word POLASEA.

4.1 Details of a major incident (alongside or underway) in the

river between Sea Reach Lighted Buoy No. 1 and Crayford

Ness will be broadcast by the Port Control Center (London

VTS) using the code word POLACAP. 

4.1 Details of a major incident above Crayford Ness will be

broadcast by London VTS (Thames Barrier Navigation Center)

using the code word POLARIVER.

4.1 These code words signify that the Port of London has initiated a combined accident procedure. All vessels should

maintain their present listening watch, minimize all radio

broadcasts, and be prepared to receive specific traffic regulation instructions.

4.1 Note.—For details of Sunk Vessel Traffic Service and Harwich Vessel Traffic Service, see paragraph 4.16.

4.1 For details of Reporting Points in the River Thames above

Sea Reach No. 4 Lighted Buoy and the Medway Veseel Traffic

Service, see paragraph 5.1.

4.1 Anchorage.—Vessels may anchor for an unlimited period in

any of the designated anchorage areas. Information on berths

available in these anchorages can be obtained from the appropriate VTS Control Centers. Vessels when anchored should

always report to Sunk VTS or London VTS, as appropriate.

4.1 The following are the designated anchorages:

1. Tongue Deep Draft Anchorage (51°31'N., 1°29'E.).

2. Tongue Hazardous Anchorage (51°32'N., 1°29'E.). 

3. Knob Deep Draft Anchorage (51°31'N., 1°04'E.).

4. Sunk Deep Draft Anchorage (51°54'N., 1°40'E.).

5. Black Deep Deep Draft Anchorage (51°38'N.,

1°21'E.).

6. Inner Sunk Anchorage (51°50'N., 1°30'E.).

7. Southend and Warp Deep Draft Anchorage (51°31'N.,

0°56'E.).

8. East Spile Tanker Anchorage (51°29'N., 0°55'E.).

9. Oaze Small Ship Anchorage (51°31'N., 1°00'E.).

10. Great Nore Anchorage (51°29'N., 0°48'E.).

11. K3 Anchorage (51°30'N., 01°04'E.).

4.1 The East Spile Tanker Anchorage is generally used by vessels up to 240m in length.

4.1 The Knob Deep Draft Anchorage is reserved for vessels

nominated by the Port of London Authority and is generally

used by VLCCs.

4.1 The K3 Anchorage has a radius of 0.26 mile and a safe depth

of 12.6m (2005). This anchorage is to be used primarily by

LNG vessels which have to abort their passage due to unforseen circumstances. LNG vessels should not normally remain

at this anchorage for more than one tide without the permission of the authorities. Other vessels may use this anchorage

Margaret Ness 51°30.7'N, 0°05.5'E Inbound vessels only. Must request clearance to enter control 

zon.

Blackwall Point 51°30.3'N, 0°00.2'E Outbound vessels only. To confirm ETA at London Bridge and 

request clearance to enter control zone. 

Surrey Entrance (Wapping) 51°30.3'N, 0°03.1'W Inbound vessels only. 

 Tower Bridge 51°30.2'N, 0°04.3'W Outbound vessels only. Mandatory for reporting by outbound 

vessels withthe intent to enter the Thames Barrier Control 

Zone. Must report ETA at the Barrier or ETA at the destination 

within zone area, if not passing through the Barrier. 

Waterloo Bridge 51°30.5'N, 0°07.0'W Inbound and outbound vessels. 

Vaxhall Bridge 51°29.2'N, 0°07.6'W Inbound and outbound vessels. 

London VTS—VHF Channel 68 Reporting Points

Name Position Remarks

Sea Reach No.4 Lighted Buoy 51°29.6'N, 0°44.3'E

Mid Swatch Lighted Buoy 51°28.7'N, 0°44.3'E

Sea Reach No.7 Lighted Buoy 51°30.1'N, 0°36.8'E

Shommead 51°27.3'N, 0°26.4'E

Gravesend 51°27.0'N, 0°22.6'E Inbound vessels only.

Tilburyness 51°27.1'N, 0°20.0'E Outbound vessels only.

West Thurrock Power Station

London VTS—VHF Channel 14 Reporting Points

Name Position Remarks
84 Sector 4. England—The Thames Estuary 

Pub. 192

with permission and provided it is known that the anchorage

will not required for an LNG vessel.

4.1 Caution.—Vessels should navigate with extreme caution in

the vicinity of Sunk Centre Light Vessel, the Sunk Inner Precautionary Area, and the approaches to Harwich Haven due to

the high density of deep-draft vessels and crossing traffic that

may be encountered.

4.1 Passage through the Themes Estuary requires an adequate

underkeel clearance with respect to tidal ranges within the estuary and the possibility of negative surges. Vessels should

maintain an underkeel clearance of at least 0.9m on the flood

tide and 1.4m on the ebb tide. 

4.1 It has been reported (August 2007) that Sunk VTS system is

not operational until further notice. The Precautionary Areas

and associated TSSs at Sunk remain operational. 

Approaches to the Thames Estuary

4.2 Outer Passage (51°55'N., 1°48'E.) is the channel

which leads across the approach to the entrance of the Thames

Estuary. It leads from a position about 9 miles E of Orford

Ness to a position about 11 miles E of North Foreland, 43

miles S. Inner and Outer Gabbard, Galloper, North Falls, and

South Falls banks lie on its E side; Shipwash, Long Sand, and

Kentish Knock banks lie on its W side. The channel is 8 miles

wide, free of dangers, and connects the coastal routes off the E

coast of England to those in the Dover Strait (see Directions in

paragraph 4.4).

The passage has a least depth of 18.1m (1998). However,

several wrecks, with lesser depths, lie adjacent to the E and S

sides of Shipwash.

Outer Gabbard (51°58'N., 2°03'E.), located 19 miles ESE

of Orford Ness, has a least depth of 4.3m; a tide ripple shows

over it in calm weather. Several shoal patches, with depths of

16.5 to 18m, lie off its N and S ends.

4.2 Outer Gabbard Lighted Buoy (51°58'N., 2°04'E.),

equipped with a racon, is moored about 1 mile E of this shoal

bank.

4.2 Inner Gabbard (51°54'N., 1°54'E.), the N end of which lies

14.5 miles ESE of Orford Ness, has a least depth of 3.6m.

Lighted buoys mark the N and S ends of this bank; another

shoal ridge, with a least depth of 10.6m, lies centered 4 miles

NNE of its N end.

4.2 It is reported (2006) that a lighted mast, 80m high, stands

near the N end of Inner Gabbard. 

4.2 Galloper (51°47'N., 1°58'E.), located 23 miles SE of Orford

Ness, has a least depth of 2.4m and is about 6 miles long. Its N

end is marked by a lighted buoy and its S end is marked by a

lighted buoy, equipped with a racon. 

4.2 North Falls (51°39'N., 1°56'E.), located about 3 miles S of

Galloper and 25 miles NE of North Foreland, is about 5.5 miles

long. Four Mile Knolls or North Falls Head, the shallowest part

of this shoal ridge, lies about 1 mile within its N end and has a

least depth of 9.5m; North Falls Tail is the name given to the S

end of this ridge.

4.2 South Falls (51°25'N., 1°49'E.), located about 13 miles E of

North Foreland, lies on the same ridge as North Falls. From

South Falls Head, its N extremity, this shoal extends SSW for

about 14.5 miles to Tail of the Falls, its S extremity. South Falls

has a least depth of 7m and is marked by lighted buoys moored

at the N and S ends and along its E side.

4.2 Falls Gap (51°33'N., 1°53'E.), 8 miles wide, lies between

North Falls and South Falls banks and is the principal channel

through the outer chain of shoals to the Outer Passage. Vessels

also may pass between the S end of Galloper and Four Mile

Knolls.

4.2 Inter-Bank Lighted Buoy (51°17'N., 1°52'E.), equipped with

a racon, is moored 6 miles NE of the S end of South Falls

within a Traffic Separation Scheme.

4.2 Note.—For details of the Traffic Separation Scheme (TSS)

and shoal banks lying to the E and SE of South Falls and S of

North Foreland, see paragraph 6.5 and Pub. 191, Sailing Directions (Enroute) English Channel.

4.2 Caution.—It is reported (2005) that, due to the strong currents in the vicinity, vessels have frequently collided with and

damaged the lighted buoy marking the S extremity of South

Falls (Tail of the Falls).

4.3 Drill Stone (51°26'N., 1°42'E.), lying 9.5 miles ENE

of North Foreland, has depths of 11 to 18m and is marked by

strong ripples. A lighted buoy is moored close E of the shallowest part of this shoal.

4.3 Shipwash (51°57'N., 1°37'E.), located at the N end of the W

side of the Outer Passage, extends SSW for about 9 miles from

a position 4.2 miles SSE of Orford Ness and almost dries in

places. Lighted buoys are moored along the E and W sides of

this shoal and at its S end. A lighted buoy, equipped with a

racon, is moored at its N end.

4.3 Several dangerous wrecks lie in the vicinity of this shoal and

may best be seen on the chart.

4.3 Long Sand (51°38'N., 1°26'E.), a bank about 19 miles long,

is divided into two parts by Fisherman’s Gat. Long Sand Head

(51°46'N., 1°36'E.), the N extremity of the N part, lies about 7

miles SSE of the S end of Shipwash. Long Sand shoal dries in

many places and is marked at its N end and along its NW side

by lighted buoys. In addition, several beacons stand on this

shoal and may best be seen on the chart.

4.3 Sunk (51°52'N., 1°38'E.) is the deep area lying between the

S end of Shipwash and the N end of Long Sand. This area

forms a common point of entry for vessels proceeding into the

Thames Estuary to the SW and into the approach to Harwich to

the NW. It forms a busy focal point for shipping.

4.3 Sunk Centre Light Vessel (51°50'N., 1°46'E.) is moored

about midway between Long Sand Head and the S end of Inner

Gabbard, in the Sunk Outer Precautionary Area. It is painted

red and equipped with a racon (see Regulations in paragraph

4.1).

4.3 Sunk Inner Lighted Buoy (51°51'N., 1°35'E.) is moored

about midway between Shipwash and Long Sand, in the Sunk

Inner Precautionary Area. It is equipped with a racon.

4.3 Storm Lighted Buoy (51°52'N., 1°38'E.) is moored about

2.5 miles NE of Sunk Inner Lighted Buoy, in the N part of the

Sunk Inner Precautionary Area.

4.3 Kentish Knock (51°39'N., 1°37'E.), a shoal bank about 8

miles long, lies 3 miles E of Long Sand and is separated from it

by Knock Deep. This bank dries in places and the sea breaks

over the shallowest parts. It is marked on the S and E sides by

lighted buoys.
Sector 4. England—The Thames Estuary 85

Pub. 192

4.3 Caution.—Several sand waves, which frequently change

both in height and position, lie within areas extending 6 miles

N from Long Sand Head and 2 miles SSE from Sunk Inner

Lighted Buoy. These are of particular significance to deepdraft vessels, as depths up to 2m shallower than charted have

been reported.

4.3 Numerous wrecks, some dangerous, lie in the vicinity of the

Outer Passage and may best be seen on the chart.

4.4 Directions.—When navigating the Outer Passage,

which is also known as the Through Route, across the Thames

Estuary, the height of the tide and the state of the tidal currents

are the most important factors to be considered and the tide

tables and charts should be consulted. Near the edge of the

shoal banks, the currents are reported to run obliquely over

them. In addition, vessels should continuously sound the bottom.

4.4 Although the Outer Passage is wide, southbound vessels usually keep on its W side. From the N part of the North Sea vessels should pass E of Aldeburgh Napes (52°09'N., 1°42'E.),

lying NE of Orford Ness. They should then proceed in a S

direction into Sunk TSS North, which lies between the S end of

Shipwash and Inner Gabbard. Vessels should continue in a S

direction through the Sunk Outer Precautionary Area, passing

E of the Sunk Pilots boarding position and W of Sunk Centre

Light Vessel (51°50'N., 1°46'E.). They should then proceed

into Sunk TSS South, which lies E of Kentish Knock. Vessels

should then steer in a SSW direction to keep W of South Falls

Shoal, passing E of Drill Stone Lighted Buoy (51°26'N.,

1°43'E.) and E of NE Goodwin Lighted Buoy (51°20'N.,

1°34'E.). They should then adjust course to enter the Dover

Strait TSS (southbound lane), passing W of South Falls

Lighted Buoy and E of East Goodwin Light Float (51°13'N.,

1°36'E.). This route can also be used by vessels proceeding

SSE through Falls Gap (51°33'N., 1°53'E.) in order to cross the

Dover Strait TSS in the vicinity of Foxtrot 3 Lighted Buoy

(51°24'N., 2°00'E.). See Pub. 191, Sailing Directions (Enroute)

English Channel for further information.

4.4 Alternatively, vessels can proceed in a NNW direction from

the vicinity of Foxtrot 3 Lighted Buoy and pass through Falls

Gap. They may then steer in a N direction to enter the Sunk

TSS South. Other vessels approaching from the E may use the

Sunk TSS East (51°50'N., 1°56'E.), which lies between the S

end of Inner Gabbard and the N end of The Galloper.

4.4 The Precautionary Areas and TSSs mentioned above are all

IMO-adopted and may best be seen on the chart (see Regulations in paragraph 4.1).

4.4 Sunk Pilots boarding station, for the River Thames and

Harwich Haven (Felixstowe), is situated about 3.5 miles WNW

of Sunk Centre Light Vessel (51°50'N., 1°46'E.), within the

Sunk Inner Precautionary Area. All vessels approaching this

boarding station must proceed through the Sunk Outer Precautionary Area and the associated TSSs (see Pilotage and Regulations in paragraph 4.1).

4.4 Vessels can proceed W and NW from this boarding station

into the entrance of the Harwich Deep Water Channel. The

recommended route may best be seen on the chart (see

paragraphs 4.15 and 4.16 ).

4.4 Vessels can proceed in a SW direction from this boarding

station into the N entrance of East Swin or King’s Channel. In

addition, two Deep-Water Routes, which may best be seen on

the chart, lead from the vicinity of the boarding station into the

N entrance of Black Deep.

4.4 Trinity Deep Water Route leads directly SW and passes

about 0.2 mile SE of Trinity Lighted Buoy (51°49'N., 1°36'E.).

It has a least depth of 11.6m (2004).

4.4 Sunk Deep Water Route leads about 2.5 miles W and then

SSW. It passes about 1.3 miles WNW of Trinity Lighted Buoy

(51°49'N., 1°36'E.). This route has a least depth of 12.2m

(2005).

4.4 A pilot boarding station for the Thames and Medway is

situated in the vicinity of North East Spit (51°25'N., 1°30'E.).

4.4 Vessels proceeding from this boarding station to the entrance

of Fisherman’s Gat should steer in a N direction for about 6

miles and pass E of NE Spit Lighted Buoy (51°28'N., 1°30'E.)

and E of the Tongue Deep Water Anchorage Area, which lies

centered 1.5 miles ENE of Outer Tongue Lighted Buoy

(51°31'N., 1°26'E.). They should then steer in a NW direction

for about 5 miles toward the seaward entrance of the fairway

channel.

4.4 Vessels proceeding from this boarding station to the entrance

of Princes Channel should steer NNW for about 4 miles and

then W toward the channel entrance, passing S of the remains

of Tongue Sand Tower (51°30'N., 1°22'E.).

4.4 For regulations controling the use of the above pilot boarding

stations, see Pilotage in paragraph 4.1. 

4.4 Caution.—A Precautionary Area, which may best be seen

on the chart, has been established in the vicinity of the junction

of Fisherman’s Gat and Black Deep. Vessels should navigate

with extreme caution in this area.

4.4 A Precautionary Area, the limits of which are shown on the

chart, extends E from the vicinity of Sea Reach No. 1 Lighted

Buoy and into Oaze Deep (see paragraph 4.7). Vessels entering

this area should do so with extreme caution as large deep-draft

vessels, with limited maneuverability, and a high density of

other crossing traffic may be encountered. In addition, anchoring within this area is prohibited.

4.4 Note.—For Deep-Water Routes situated E of the Outer

Passage, see the graphics in paragraph 6.1 and the remarks under Approach Routes to the German Bight in paragraph 8.2.

4.4 For additional directions in the North Sea, see paragraphs

3.16, 3.17, 3.18, and 3.34.

Principal Channels

4.5 The Thames can be approached by any one of several

passages which lead through the estuary. These passages, in

Sunk Centre Light Vessel
86 Sector 4. England—The Thames Estuary 

Pub. 192

general, lie between the many long and narrow shoals which

run in NE to SW directions. The tidal currents generally set

through these nearly straight channels and do not make

navigation difficult. In the S part of the estuary, the shoals are

much more complicated and broken up than those in the N part

and, as a rule, they run in a direction parallel to the S shore.

4.5 From the NE, the two principal deep-water routes (Sunk and

Trinity) lead in a SW direction into the entrance of Black Deep.

This main route to the river via Black Deep then continues

trough Knock John Channel, Oaze Deep, and the W end of The

Warp. This route should only be used by vessels which,

because of their draft or other special circumstances, are

unable to use Barrow Deep or Fisherman’s Gat.

4.5 An alternate main route, for vessels of less draft, leads from

NE and is located NW of Black Deep. It leads through East

Swin or King’s Channel, Barrow Deep, Mouse Channel, and

The Warp. This route then continues W to the entrance of the

dredged channel at Sea Reach. 

4.5 The passages to the W of the main routes should only be

used by vessels with local knowledge. These include Middle

Deep, West Swin, East Swin, and the SW continuation of East

Swin or King’s Channel.

4.5 From the E and SE, the most direct route is through Princes

Channel and Oaze Deep. For vessels with deeper drafts, the

other main route is through Fisherman’s Gat, Black Deep,

Knock John Channel, and Oaze Deep.

4.5 The S route passes through South Channel, Gore Channel,

Horse Channel, and Four Fathoms Channel. Part of the fairway

is not marked by lighted aids and should not be used at night.

This route is described with the S shore, North Foreland to

Whitstable.

4.5 Alexandra Channel, at the NW end of Princes Channel, and

Queens Channel, at the SE end of Princes Channel, are both

unmarked.

4.5 Depths—Limitations.—The following least charted depths

are found in the main routes:

1. In Black Deep and Knock John Channel through Oaze

Deep—A depth of 12.4m (2005).

2. In East Swin or King’s Channel through Barrow

Deep, Mouse Channel, and The Warp—A depth of 6.2m

(2004).

3. In Fisherman’s Gat, Black Deep, and Knock John

Channel through Oaze Deep—A depth of 7.9m (2005).

4. In Princes Channel through Oaze Deep—A depth of

5.3m.

4.5 To reduce the risk of deep-draft vessels being involved in

dangerous situations caused by traffic congestion, passage

through Black Deep and Knock John Channel is normally

restricted to vessels with a draft of over 6m.

4.5 Caution.—Depths are corrected from the latest surveys, but

subsequent changes are often frequent and rapid. The Port

Control Center (London VTS) should be contacted for the latest information.

4.5 Deep-draft vessels, in critical areas, should allow a sufficient

underkeel clearance for the possibility of negative tidal surges,

uncertainties of tidal predictions, and the problems associated

with squat. Vessels should allow a minimum underkeel clearance of 0.9m on a flood tide and 1.4m on an ebb tide. Vessels

with drafts over 10m should allow an underkeel clearance of

1.2m on a flood tide and 1.5m on an ebb tide.

4.5 Numerous wrecks and obstructions lie in the approaches and

channels and may best be seen on the chart.

4.5 Designated signals for deep-draft vessels are in effect. 

4.5 Vessels are cautioned not to anchor in the channels, except

within the designated areas.

4.6 East Swin (King’s Channel) (51°45'N., 1°25'E.) lies

between Gunfleet Sand, on its NW side, and Sunk Sand, on its

SE side. It is about 3 miles wide at its narrowest point and has a

least depth of 12.6m (2001). It is one of the principal channels

for vessels approaching from the NE and leads into Barrow

Deep, a main channel, and the minor channels of Middle Deep,

East Swin, and Whitaker. Tidal currents run, with rates up to

2.5 knots, in the direction of this channel. This passage, along

with Barrow Deep, is marked by lighted buoys and presents no

navigational difficulties by day or at night.

4.6 Sunk Sand (51°40'N., 1°22'E.) extends about 16 miles SW

from a position 10 miles SE of The Naze. Its SW extremity

joins Knock John and its NE extremity is known as Sunk Head.

Several patches on this bank dry up to 2.1m and, from the N,

are known as Great Sunk, Little Sunk, Middle Sunk, and South

West Sunk. In addition to the lighted buoys marking this bank,

several beacons stand on it and may best be seen on the chart.

4.6 The submerged remains of Sunk Head Tower lie about 1.3

miles NNE of Sunk Head and are marked by a lighted buoy.

4.6 Gunfleet Sand (51°45'N., 1°15'E.) is the NE part of a shoal

which extends SW from a position 6 miles ESE of The Naze.

This shoal is about 14 miles long and mostly dries. It is steepto on its SE and NW sides.

4.6 Gunfleet Old Lighthouse (51°46'N., 1°20'E.), a disused

structure, is 13m high. It stands on the SE side of Gunfleet

Sand and is conspicuous. The ruins of a beacon, awash at HW,

stand on the shoal, 1.2 miles NNE of the above lighthouse.

4.6 Barrow Deep (51°38'N., 1°14'E.), the SW continuation of

East Swin or King’s Channel, lies between East Barrow and

West Barrow, on its NW side, and the SW end of Sunk Sand,

Knock John, and North Knob, on its SE side. At the SW end,

this channel is separated from Oaze Deep by the Mouse and

Oaze shoals. The fairway is about 16 miles long and is marked

by lighted buoys. It leads into Mouse Channel at the SW end.

There are depths greater than 12m in most parts of this channel, except in the vicinity of Knob Gat.

Gunfleet Old Lighthouse
Sector 4. England—The Thames Estuary 87

Pub. 192

4.6 Barrow No. 3 Lighted Buoy (51°42’N., 1°20’E.), equipped

with a racon, is moored close NE of the N end of N Middle

Shoal and marks the N entrance to the channel.

4.6 Knob Gat (51°32'N., 1°05'E.), a very narrow side channel,

connects Barrow Deep and Oaze Deep. It is unmarked and

passes between the NE end of Mouse Shoal and the SE end of

North Knob Shoal. It is reported (2004) that this channel is

normally not used by commercial vessels.

4.6 Mouse Channel (51°32'N., 1°01'E.) leads WSW across a

bar lying at the SW end of Barrow Deep into The Warp. It is

marked by lighted buoys and has a least depth of 6.3m (2003).

4.6 The Warp (51°30'N., 0°55'E.) is a focal point for all routes

leading into the River Medway and the River Thames. It is

about 1.2 to 2 miles wide and has irregular depths. Mouse

Channel and West Swin lead into the NE side. Oaze Deep leads

into the SE side. The entrance to Yantlet Dredged Channel,

marked by Sea Reach No. 1 Lighted Buoy, lies at the W side.

4.7 Black Deep (51°40'N., 1°25'E.) leads between Sunk

Sand, on its NW side, and Long Sand, on its SE side. It is about

19 miles long and 1.5 miles wide, but the fairway narrows to

almost 0.5 mile where it leads into Knock John Channel. There

are generally least depths in this channel of 12.2 to 13.1m, but

fluctuations on the sand and gravel ridges sometimes result in

less depths than charted.

4.7 This channel should only be used by vessels which, because

of their draft or other special circumstances, cannot use Barrow

Deep or Fisherman’s Gat.

Knock John Channel (51°33'N., 1°09'E.), which leads from

Black Deep into Oaze Deep, lies between Knock John and

North Knob, on its NW side, and Tizard Bank and Knob Shoal,

on its SE side. The fairway is 0.2 mile wide and has a least

depth of 12.3m.

4.7 This channel should only be used by deep-draft vessels

which, because of their draft or other special circumstances,

are unable to use Barrow Deep.

4.7 A Deep Water Route, which may best be seen on the chart,

leads through this channel and into Oaze Deep.

Oaze Deep (51°30'N., 1°02'E.) lies between Mouse and

Oaze shoals, on its N side, and Red Sand and The Cant, on its S

side. This channel, which has general depths of 13 to 21m in

the fairway, may be entered from Barrow Deep, Knock John

Channel, or Knob Channel.

A Deep Water Route, which may best be seen on the chart,

leads through Oaze Deep to the S part of The Warp and the

entrance to the River Thames.

East Barrow (51°38'N., 1°11'E.), a shoal marked by a

beacon, dries over its greater part.

4.7 West Barrow (51°35'N., 1°08'E.) dries up to 2.6m. This

shoal is separated from East Barrow by Barrow Swatchway, an

unmarked narrow passage, which has a least depth of 5.5m

(2001) in the fairway. Barrow Swatchway leads from Barrow

Deep into South West Reach and should only be used by vessels with local knowledge.

4.7 Knock John (51°34'N., 1°09'E.), which dries up to 1.3m,

and North Knob (51°33'N., 1°08'E.), which dries up to 0.5m,

lie on the SE side of Barrow Deep and are a SW continuation

of Sunk Sand. Both of these shoals lie on a ridge which extends

SW from Sunk Sand and has depths of less than 5.5m.

4.7 Knock John Tower (51°34'N., 1°10'E.), a twin concrete fort

structure, 18m high, stands off the SE side of Knock John shoal

and is very conspicuous.

4.7 Mouse (51°32'N., 1°04'E.), a very narrow detached shoal,

lies 2 miles SE of West Barrow and 3 miles WSW of North

Knob. It has a least depth of 3.9m and is marked on the SE side

by a lighted buoy.

4.7 Oaze (51°30'N., 1°00'E.), with a least depth of 3m, is a SW

extension of Mouse. This narrow shoal is marked on the SE

side by a lighted buoy (see Caution below).

4.7 Red Sand (51°29'N., 1°01'E.), lying on the S side of Oaze

Deep, is a narrow tongue with drying areas at its center.

4.7 Red Sand Towers (51°29'N., 1°00'E.), connsisting of a

group of seven concrete towers, is situated about 1 mile NW of

Red Sand and is conspicuous.

4.7 The Cant (51°28'N., 0°55'E.), with depths of less than 5.5m,

is an extensive shoal which lies off the coast and forms the S

limit of the main channel. It is marked by a beacon and numerous pieces of wreckage, some of which dry, that lie on this

shoal.

4.7 Caution.—A Restricted Zone, the limits of which are shown

on the chart, is situated at the SW end of Oaze shoal. Vessels,

other than fishing or pleasure craft, are to avoid this zone.

4.8 Fisherman’s Gat (51°35'N., 1°22'E.) leads NW for 4

miles across the S end of Long Sand and into Black Deep. This

channel forms the main approach route from the E and SE. The

fairway, which is marked by lighted buoys, is about 0.3 mile

wide and has a least depth (2002) of 7.9m (see Caution below).

4.8 Outer Fisherman Lighted Buoy (51°34'N., 1°25'E) is

moored 3.2 miles NNW of Outer Tongue Lighted Buoy and

marks the seaward entrance of the channel.

4.8 Outer Tongue Lighted Buoy (51°31'N., 1°26'E), equipped

with a racon, is moored about 8.2 miles N of North Foreland

and marks the S approach to Fisherman’s Gat.

4.8 Foulger’s Gat (51°38'N., 1°26'E.), a narrow channel, leads

N for about 3 miles across Long Sand and connects the S end

of Knock Deep to Black Deep. This channel has a least depth

of 4.6m and is only used by small craft. Its N and S entrances

are marked by lighted buoys.

4.8 Tizard Bank (51°33'N., 1°13'E.) and Knob Shoal

(51°32'N., 1°10'E.) lie on the SE side of Knock John Channel

and also form the NW side of Knob Channel. Tizard Bank,

Knock John Tower
88 Sector 4. England—The Thames Estuary 

Pub. 192

with a least depth of 0.8m, lies on a spit, with depths of 6.2 to

9.2m, which extends WSW from the W end of Long Sand.

Knob Shoal is a narrow ridge which extends WSW for about 5

miles from Tizard Bank and has a least depth of 1.3m.

4.8 Middle Deep (51°40'N., 1°12'E.) leads between East Barrow, on its SE side, and The Middle, on its NW side. It is free

from dangers except for a shoal depth of 3.9m lying at the NE

end, 2 miles WSW of Barrow No. 3 Lighted Buoy. The W end

of this channel leads S through a passage into the NE end of

West Swin. This passage is marked by lighted buoys, but is

obstructed by several wrecks swept to a least depth of 3.4m.

Another shallow passage leads from the W end of Middle Deep

between Maplin Spit and Barrow into South West Reach.

4.8 Middle Deep, which is not marked by buoys, should only be

used by vessels with local knowledge.

4.8 The Middle (51°40'N., 1°10'E.), with a least depth of 0.4m,

is a steep-to and narrow shoal which separates Middle Deep

from East Swin. NE Middle is an extension of The Middle and

has a least depth of 1.6m. North Hook is the name given to that

part of this shoal which lies between The Middle and NE

Middle.

4.8 Maplin Spit (51°36'N., 1°06'E.) is located on the S side of

the SW end of Middle Deep. The NE part of this shoal dries

and its SW part has depths of less than 1.8m.

4.8 Caution.—A Precautionary Area, which may best be seen

on the chart, is situated in the vicinity of the junction of

Fisherman’s Gat and Black Deep. Vessels should navigate with

extreme caution within this area.

4.9 West Swin (51°33'N., 1°01'E.), the SW continuation

of Middle Deep, leads between Maplin Sands, on its NW side,

and West Barrow, on its SE side. South West Reach is the NE

part of West Swin. Shoe Hole, a small deep, lies between South

West Reach and West Swin. The fairway through West Swin,

which is marked by lighted buoys, has depths of 10 to 20m and

leads into The Warp.

4.9 East Swin (51°40'N., 1°09'E.), a continuation of East Swin or

King’s Channel, leads between The Middle, on its SE side, and

Whitaker Spit and Foulness Sands, on its NW side. A swatchway at the SE end of this channel leads into Middle Deep. There

are least depths of 5.2m in East Swin and 4m in the swatchway.

However, numerous shallow wrecks and obstructions lie in the

vicinity and make this passage dangerous to all vessels except

small craft with local knowledge.

4.9 Whitaker Spit and Foulness Sands are described with

Whitaker Channel and the approach to the River Crouch in

paragraph 4.24.

4.9 Knock Deep (51°38'N., 1°32'E.), which forms an approach

to Fisherman’s Gat from the NE, leads between Long Sand and

Kentish Knock. It is 10 miles long and 2.2 miles wide, with

depths of 10 to 20m in the fairway. This channel may be used,

but is not recommended as it is unmarked.

4.9 North Edinburgh Channel (51°33'N., 1°19'E.) leads WNW

and W between Long Sand and Shingles Patch into Knob

Channel. This channel is unmarked and is no longer used by

commercial shipping.

4.9 South Edinburgh Channel (51°32'N., 1°15'E.) leads NW

between Shingles Patch, on the E side, and North Shingles, on

the W side. This channel is unmarked and is no longer used by

commercial shipping.

4.9 Shingles Patch (51°32'N., 1°18'E), a shoal which forms the

SW side of the North Edinburgh Channel, dries in places up to

0.8m.

4.9 Shingles (51°31'N., 1°13'E), an extensive drying shoal, lies

W of the South Edinburgh Channel. It consists of North

Shingles and West Shingles, which lie on the S side of Knob

Channel, and South Shingles, which lies on the N side of

Princes Channel and Alexandra Channel.

4.10 Knob Channel (51°31'N., 1°10'E.), which leads from

the Edinburgh Channels into Oaze Deep, lies between Tizard

Bank and Knob Shoal, on its NW side, and Shingles and

Shivering Sand, on its SE side. The fairway, which is 0.5 to 0.7

mile wide, is marked by lighted buoys.

4.10 Shivering Sands (51°30'N., 1°04'E.), with depths of less

than 10m, is the NE extension of Red Sand.

4.10 Shivering Sand Towers (51°30'N., 1°05'E.) consist of a

group of seven conspicuous concrete towers which are 17m

high and stand about 50m apart. Lighted buoys are moored

close N and S of the group; a tide pole is situated at the N

tower.

4.10 Princes Channel (51°29'N., 1°15'E.) lies between Shingles

and Girdler, on the N side, and Tongue, Ridge, Pan Sand, and

Kentish Flats, on the S side. It is the most direct route to the

river for vessels approaching from the E and SE. Vessels

which, because of their draft, cannot use this channel may use

Fisherman’s Gat.

4.10 The fairway, about 10 miles long, is marked by lighted buoys

and has depths of 7 to 24m in its E part. A least depth of 5.3m

lies in its W part. From the W end of this channel, vessels can

pass either N into Knob Channel or W into Oaze Deep.

4.10 Princes Approach Lighted Buoy (51°28.6'N., 1°23.3'E) is

moored about 4.2 miles W of NE Spit Lighted Buoy and marks

the seaward approach to the channel. Outer Princes Lighted

Buoy is moored about 1.8 miles WNW of this buoy and marks

the fairway entrance.

4.10 Tongue Sand Tower (51°30'N., 1°22'E), in ruins, is situated

on the N side of the E approach to Queens Channel and Princess Channel, 3 miles WSW of Outer Tongue Lighted Buoy.

This structure is marked by lighted buoys moored close N and

S of it.

4.10 North East Spit (51°27'N., 1°28'E), located in the SE

approach to Princes Channel, is a curved ridge, which extends

NE and N from the E end of Margate Sand. This ridge, which

has depths of less than 10m, is reported to be moving slowly

seaward at a rate of 20m each year.

4.10 NE Spit Lighted Buoy (51°28'N., 1°30'E), marking the NE

extremity of North East Spit, is moored about 5.7 miles NNE

of North Foreland. A pilot boarding station is situated about 3

miles S of this lighted buoy.

4.10 Alexandra Channel (51°30'N., 1°10'E.), which is unmarked, leads NNW from the W part of Princes Channel into

Knob Channel. It passes over a shallow bar between Shingles

and Girdler.

4.10 Girdler, which dries, lies about 2.5 miles E of Shivering

Sand Tower.

4.10 Tongue and Ridge, located on the S side of Princes Channel,

both dry. They are two parts of the same shoal which extends

for about 4.5 miles.

4.10 Pan Sand (51°28'N., 1°10'E.), located W of Tongue and
Sector 4. England—The Thames Estuary 89

Pub. 192

Ridge, dries 1.5m and is marked by a beacon. This shoal, along

with Tongue and Ridge, also forms the N side of Queens

Channel.

4.10 Caution.—It is reported (2004) that an offshore wind farm is

being constructed on Kentish Flats, at the S side of Princes

Channel. The farm, consisting of 30 turbine towers, is centered

about 6.5 miles NNE of Whitstable (51°22'N., 1°02'E.). Three

submarine power cables will extend in a S direction from the

farm to the shore.

4.11 Queens Channel (51°28'N., 1°18'E.) is separated

from Princes Channel by Tongue, Ridge, and Pan Sand shoals.

It is not marked and is more in the nature of a bight within a

group of shoals than a channel, as the W end terminates in

Kentish Flats through which there are only shallow passages.

Margate Sand, Wedge, and Woolpack lie on the S side of the

channel. The fairway at the E entrance is about 1.5 miles wide

and has depths of 10m which, though irregular, decrease

towards Pan Sand Hole, 10 miles W.

4.11 A narrow and unmarked channel, with a least depth of 1.9m,

leads NW from Queens Channel into Princes Channel between

Ridge and Pan Sand. A passage, with a least depth of 2.7m,

connects Pan Sand Hole, at the edge of Kentish Flats, to Four

Fathoms Channel; it passes between East Middle Sand and

East Spaniard. Another passage, with a least depth of 3m,

connects Pan Sand Hole to the W end of Princes Channel; it

passes SW of South Girdler Beacon (51°28'N., 1°07'E.), on

Kentish Flats, before leading NNW.

4.11 Margate Sand (51°26'N., 1°20'E.) extends WSW for about

10 miles from a position 4.5 miles N of North Foreland and

dries in places, up to 2.7m. It is marked by lighted buoys

moored at the E, SE, and S sides. Last, a sand bank which

dries, lies close to the SW end of Margate Sand. Woolpack,

with a least depth of 0.3m, is located about 1.5 miles W of

Last.

4.11 Good anchorage is available, in depths of 5 to 8m, in Pan

Sand Hole. Anchorage, sheltered from S winds, can also be obtained on the N side of Margate Sand.

4.11 For channels leading S of Margate Sand, see North Foreland

to the Isle of Sheppey (paragraph 4.26).

Orford Ness to Harwich

4.12 Orford Ness (52°05'N., 1°35'E.), the N entrance point

of the Thames Estuary, is low and rounded. A light is shown

from a conspicuous tower, 30m high, standing on the point.

The light is equipped with a racon and AIS.

The conspicuous remains of a castle stand on a small mound,

1.8 miles WNW of the light.

4.12 Several conspicuous radio masts stand in groups from 1.2 to

1.8 miles N of the light.

4.12 The off-lying banks and shoals located S and SE of Orford

Ness are described with the approaches to Harwich in paragraph 4.13.

4.12 Orford Haven (52°03'N., 1°28'E.), located 5 miles SW of

Orford Ness, is formed at the mouth of the River Ore. This

outlet at the SW end of Hollesley Bay lies within the SW

extremity of a spit which extends 8.5 miles SW from Aldeburgh. This spit is very low in places and sometimes floods at

HW. The shore on either side of the river entrance consists of

shingle beach. Shingle Street, a small village, stands on the SW

side of this entrance and is prominent. The River Ore runs

inside the spit and parallel to it for 4.5 miles to Orford. Above

Orford, the river becomes the River Alde.

4.12 Orford Haven is mainly used by small craft and yachts. The

entrance, marked by an approach buoy moored 0.4 mile SSE of

it, is dangerous because of shifting shingle banks and strong

tidal currents, which can attain a velocity of over 6 knots at

times. Depths over the bar change rapidly and frequently; a

least depth of 0.2m was reported (1991). In the river there are

general depths of 2.1 to 11m. Pilotage is unavailable but, with

advance notice, persons with local knowledge can be obtained

from Orford.

4.12 The prominent tower of a church stands at Hollesley, 1.3

miles WNW of the entrance; a conspicuous martello tower

stands close S of the village of Shingle Street.

4.12 Bawdsey Cliff (52°00'N., 1°25'E.), centered 2.5 miles SW

of Orford Haven, is 12 to 15m high, reddish in color, and about

1 mile long.

4.12 A very conspicuous lattice radio tower, 113m high, stands at

the SW end of the cliff. A prominent martello tower stands

close NE of the N end of the cliff.

4.12 Woodbridge Haven (51°59'N., 1°24'E.), formed by the

outlet of the River Deben, is located close SW of the S end of

Bawdsey Cliff. The river flows into the sea through shifting

banks of shingle and is navigable as far as Woodbridge, 8.5

miles above its entrance. The town stands on the W bank of the

river, but is not visible from seaward. Two prominent martello

towers stand on the W side of the entrance. A ferry crosses the

river close inside the mouth. The haven is only used by yachts,

but vessels, with drafts up to 3.5m at springs and 2.7m at

neaps, can reach the town.

4.12 An approach buoy is moored 0.4 mile SE of the entrance bar.

As the entrance channel over the bar constantly varies in depth

and position, the buoys and range beacons, which mark the

fairway, are moved as necessary. Local knowledge is required;

the harbormaster at the ferry terminal can be contacted on VHF

and will act as a pilot.

Orford Ness Light
90 Sector 4. England—The Thames Estuary 

Pub. 192

4.12 Landguard Point (51°56'N., 1°19'E.), the E entrance point

of Harwich Harbor, is located 3.8 miles SW of the entrance to

Woodbridge Haven.

Approaches to Harwich

4.13 Rough Channel (51°56'N., 1°25'E.) is centered about

4.5 miles E of Landguard Point. Bawdsey Bank, Cutler,

Felixstowe Ledge, Cork Knolls, Wadgate Ledge, Platters, and

Andrews Spit lie on its N side; Rough Shoals, Cork Ledge,

Cork Sand, and Ridge lie on its S side. The dredged entrance

fairways leading to the port lie within this channel.

4.13 Threshold (51°54'N., 1°32'E.), a detached shoal ridge of

broken ground, has a least depth of 6.8m. It lies 8 miles ESE of

Landguard Point and about 1.5 miles WNW of the S end of

Shipwash. Several other patches, with depths of less than 11m,

lie within 0.5 mile of the N end of this ridge.

4.13 A wreck, with a swept depth of 9.6m, lies off the E side of

this shoal ridge. A wreck, with a swept depth of 3.5m, lies

about 0.3 mile SE of the SE end of this ridge and is marked by

lighted buoys moored E and W of it.

4.13 Rough Shoals (51°54'N., 1°28'E.), with general depths of

less than 11m and a least depth of 4m, lie from 4.5 to 7.5 miles

ESE of Landguard Point. They are scattered over an irregular

area, about 3 miles in extent; the SW limit of these shoals is

known as the Southwest Tail of Rough. Upper Rough and

Lower Rough, near the middle of the area, both have depths of

less than 5.5m.

4.13 Roughs Tower (51°54'N., 1°29'E.), a conspicuous twin concrete structure, 20m high, stands about 6.5 miles ESE of

Landguard Point and is marked by lighted buoys moored close

SE and NW of it.

4.13 It is reported (2002) that a light is shown from Roughs

Tower. However, this light is not intended to be a navigational

aid and must not be relied upon. 

4.13 The NE part of Rough Shoals is marked by a lighted buoy

moored 2.5 miles NE of the tower.

4.13 For historical information, it should be noted that Roughs

Tower was constructed as an offshore fortress during WWII. A

British subject occupied the abandoned structure in 1967 and

declared it to be the Principality of Sealand, an independent

micronation. This unofficial principality has not been recognized by any government and its legal status is still in debate.

4.13 Cork Knolls (51°56'N., 1°26'E), with a least depth of 6.4m,

lie about 4 miles E of Landguard Point.

4.13 Cork Sand (51°54'N., 1°24'E.), marked by a lighted beacon,

is located with its N extremity lying about 4 miles ESE of

Landguard Point. It extends SSW for about 4 miles and has

patches which dry up to 1.3m. Cork Ledge, a rocky patch, lies

1 mile W of the N extremity of Cork Sand and has a least depth

of 4.3m.

4.13 Cork Hole (51°54'N., 1°25'E.), lying between Cork Sand

and Rough Shoals, has depths of 11 to 19m.

4.13 Caution.—Experimental lighted buoys, which have no

navigational significance, may sometimes be moored at the S

end of Cork Hole.

4.14 Felixstowe Ledge (51°57'N., 1°23'E.), with depths of

less than 5m, extends about 1.3 miles SE from a point on the

coast, 2.5 miles NE of Landguard Point.

4.14 Wadgate Ledge (51°56'N., 1°22'E.), a patch of uneven

ground formed by sand and stones, is located about 1.6 miles

ENE of Landguard Point. A wreck, with a swept depth of

0.5m, lies on this shallow ledge.

4.14 Platters (51°56'N., 1°21'E.) is a tongue, with a least depth of

1.6m, which extends about 1.5 miles E from Languard Point.

Andrews Spit, part of the same shoal, extends 0.5 mile E and

ESE of Landguard Point and is marked by a beacon.

4.14 Shipway (51°58'N., 1°35'E.), a main approach channel from

the N, lies between Shipwash and Bawdsey Bank and is

marked by lighted buoys. It is 10 miles long, from 1.5 to 2.5

miles wide, and has depths of 11.2 to 21m. Detached sand

wave patches, which extend from the N end of Bawdsey Bank,

lie in the N part of the entrance. The tidal currents follow the

direction of this channel and at springs set SW up to 1.8 knots

and NE up to 2.2 knots.

4.14 Bawdsey Bank (52°00'N., 1°33'E.) extends about 6.5 miles

SW from a position 3.2 miles SSE of Orford Ness. Its N end is

known as Bawd Head. A ridge, near the middle of the bank,

has a least depth of 1.4m and the sea breaks heavily over it

during E swells and gales. The S part of this bank has detached

patches with depths of 4.3 to 5.5m. Kettle Bottom, with a least

depth of 6.8m, is a narrow tongue which extends about 2 miles

N from the SW end of Bawdsey Bank.

4.14 Sledway (52°00'N., 1°30'E.) lies between Bawdsey Bank

and Kettle Bottom, on its E side, and Whiting Bank and Cutler,

on its W side. This channel is about 1.5 miles wide and has

depths of 6.1 to 17m. The tidal currents follow the direction of

this channel, and at springs set SW up to 1.7 knots and NE up

to 2 knots.

4.14 Whiting Bank (52°03'N., 1°33'E.) extends about 4.5 miles

SSW from a position 1.3 miles SSW of Orford Ness and is

marked by lighted buoys. A least depth of 0.7m lies on a

narrow ridge near the center of this shoal bank. Flagstone is the

name given to the area lying close W of the S part of this bank.

There are overfalls, during the ebb currents, in an area lying

between the N end of this bank and Orford Ness.

4.14 Cutler (51°59'N., 1°27'E.), with a least depth of 1.5m, is a

rocky shoal which lies about 2.3 miles E of the entrance to

Woodbridge Haven and is marked by a buoy.

4.14 Hollesley Bay Channel (52°02'N., 1°30'E.) leads between

Roughs Tower
Sector 4. England—The Thames Estuary 91

Pub. 192

Whiting Bank and the coast, from abreast Orford Ness to

Orford Haven. It is 5 miles long, about 1 mile wide, and has

depths of 6 to 12m. Tidal currents in this channel attain rates,

in each direction, of up to 2 knots at springs.

4.14 Medusa Channel (51°53'N., 1°19'E.), with a least depth of

2.4m, is only used by small craft approaching from the S.

Stone Banks and Ridge are located 3 miles S and 1 mile SSE,

respectively, of Languard Point and lie on the E side of the

channel. Halliday Rock Flats and Sunken Pye, located 1.4

miles SW of Landguard Point, lie on its W side. The channel

passes over Naze Ledge, which is marked by a buoy, and

should only be used by craft with local knowledge.

4.14 Pilotage.—See paragraph 4.1 and paragraph 4.16 for

pilotage information.

4.14 Regulations.—See paragraph 4.1 and paragraph 4.16 for

regulations.

4.15 Directions.—The principal approach to Harwich is

via the Harwich Deep Water Channel, which is entered close

W of South Shipwash Lighted Buoy (two buoys) (51°52.7'N.,

1°34.2'E.). This deep-water channel extends 4.5 miles N,

NNW, and NW to a position close S of Harwich Approach

(HA) Lighted Buoy (51°56.7'N., 1°30.7'E.). It then leads 7.5

miles W to a position S of Landguard Point.

4.15 A harbor entrance channel rounds the point and leads N from

the inner end of the deep-water channel toward the berths.

4.15 North Channel, an inbound traffic lane, lies N of the deepwater channel between Harwich Channel No. 1 Lighted Buoy

(51°56.1'N., 1°27.2'E.) and Platters Lighted Buoy (51°55.6'N.,

1°20.9'E.).

4.15 South Channel, an outbound traffic lane, lies S of the deepwater channel between Pitching Ground Lighted Buoy, moored

0.3 mile S of Platters Lighted Buoy, and Cork Sand Lighted

Buoy (51°55.4'N., 1°25.9'E.).

4.15 After embarking the pilot at Sunk Pilots boarding area (see

paragraph 4.1), deep-draft vessels should follow the recommended route, which may best be seen on the chart, and

proceed W and NW into the entrance of the Harwich Deep

Water Channel. Other vessels, after embarking the pilot, may

proceed W and NW through the outer part of the deep-water

channel. Those vessels, with suitable draft, may pass between

Roughs Tower (51°54'N., 1°29'E.) and Threshold Shoals, 2.4

miles E. They may then pass E of Cross Lighted Buoy

(51°56.2'N., 1°30.6'E.) and steer in a W direction toward the

outer entrance of North Channel.

4.15 Vessels approaching from the N, NE, and E should pass

through either Shipway or Sledway and then shape their course

toward the pilot boarding station located about 2 miles ENE of

Harwich Approach (HA) Lighted Buoy (51°56.7'N.,

1°30.7'E.).

4.15 For restrictions, see Pilotage for Harwich (Felixstowe) in

paragraph 4.16.

4.15 Yachts and pleasure craft are recommended to use a route,

which is indicated on the chart, lying close S of the outbound

traffic lane. They are advised, in the interest of safety, to avoid

the deep-water channel and the traffic lanes.

4.15 Entry into the Harwich Deep-Water Channel is restricted

from the E between South Shipwash Lighted Buoy (51°

52.7'N., 1°34.2'E.) and Walker Lighted Buoy, moored about 1

mile N. It is restricted from the S between Cross Lighted Buoy

(51°56.2'N., 1°30.6'E.) and Harwich Channel No. 2 Lighted

Buoy, moored about 2 miles W.

4.15 Deep-Water Routes, which may best be seen on the chart,

lead SW from the vicinity of Sunk Pilots boarding station into

the Thames approach channels. Pilots for the Port of London

(River Thames) are also provided by this station. For further

details, see Pilotage and Regulations in paragraphs 4.1 and

4.16.

4.15 Anchorage.—Vessels may anchor, in depths of 6 to 7.7m, in

Cork Anchorage Area, which lies on the N side of the inbound

traffic lane. They may also anchor, in depths of 5.9 to 9.6m, in

Platters Anchorage Area, which lies S of the W end of the

outbound traffic lane.

4.15 Deep-draft vessels may anchor, in depths of 11 to 15m, in

Bawdsey Anchorage Area, which lies about 1 mile NNE of

Harwich Approach (HA) Lighted Buoy. They may also anchor,

in depths of 15 to 25m, in Sunk Anchorage Area, which lies

centered 5 miles NW of Sunk Centre Light Vessel (51°50'N.,

1°46'E.).

4.15 The limits of the above anchorage areas may best be seen on

the chart.

4.15 Caution.—Precautionary Areas and associated TSSs, which

may best be seen on the chart, have been established in the

vicinity of Sunk Centre Light Vessel in order to minimize the

risk of collision (see paragraph 4.1).

4.15 The area lying adjacent to the N side of the Deep Water

Channel between the Harwich Approach (HA) Lighted Buoy

(51°56.7'N., 1°30.7'E.) and the W side of Shipwash Shoalbank

has been designated as a holding or turning area for Large or

Ultra Large Vessels, which are compelled by circumstances to

use it. In such an event, Harwich VTS will issue a warning. All

other vessels must not maneuver or anchor in such a way as to

impede these vessels.

4.15 Large Vessels and Ultra Large Vessels are defined as those

exceeding 240m in length and 310m in length, respectively.

Harwich (Felixstowe) (51°57'N., 1°17'E.)

World Port Index No. 31530

4.16 Harwich, a city of great antiquity, stands on the N part

of a peninsula which is formed between the coast and the SW

side of the entrance to the River Stour. The city and Parkeston,

a suburb, extend W from this peninsula along the S side of the

river. The town of Felixstowe extends along the NE side of the

entrance and the River Orwell flows into the N side of the

harbor.

4.16 Harwich Harbour is the only landlocked harbor between the

River Humber and the River Thames which affords complete

shelter from all winds. In addition to The Port of Felixstowe,

situated on its NE side, the harbor provides access to Mistley

and Manningtree, on the River Stour, and Ipswich, on the River

Orwell.

Tides—Currents

4.16 Tides rise about 4m at springs and 3.4m at neaps.

4.16 Within the harbor, the tidal currents generally run in near the

direction of the fairway channel. The currents to and from the

River Stour and the River Orwell separate or meet NE of
92 Sector 4. England—The Thames Estuary 

Pub. 192

Harwich. In mid-channel between Harwich and Shotley Point,

the flood current attains a velocity of 1 knot at springs and the

ebb current a velocity of 2.2 knots. In the fairway W of

Felixstowe Dock, the ebb current sets SSE with a velocity of

1.2 knots at springs; the flood current sets NNW with a velocity of 1 knot.

4.16 Within the harbor, the height of tide may be affected by

meteorological conditions. Winds between the SE and SW, or a

high barometer, cause a decrease in height and winds between

NW and NE, or a low barometer, cause an increase. The increase or decrease may, under exceptional conditions, be up to

0.6 to 0.9m above or below the predicted height.

Depths—Limitations

4.16 The inbound and outbound traffic lanes have depths of about

7m.

4.16 It is reported that the Harwich Deep-Water Channel has been

dredged to a depth of m as far as the main con-tainer berths and

the entrance to the River Orwell. There are lesser depths in the

approaches to the other berths.

4.16 A channel, dredged to a depth of 8m, leads W from the

harbor channel up the River Stour to Parkeston Quay, situated

about 0.5 mile above the entrance.

4.16 Generally, vessels up to 13.1m draft can enter the harbor at

all stages of the tide; vessels up to 15m draft can enter at HW.

4.16 Harwich.—Parkeston Quay is 1,204m long. It is comprised

of five ro-ro berths, 100 to 180m long, and a container berth,

230m long, with depths of 6 to 8m alongside. A coastal tanker

berth, 150m long with a depth of 7m alongside, is situated off

the W end of the quay.

4.16 Generally, vessels up to 57,000 grt and 152m in length can

be accommodated alongside; special arrangements for longer

vessels can be made. Vessels with drafts up to 6m can berth

alongside without being restricted by the height of tide and

vessels with drafts up to 8m can be accommodated at HW.

There are extensive facilities for automobile ferries and passenger vessels.

4.16 The Navyard Wharf, situated at the river entrance, has five

berths with facilities for ro-ro vessels. These are 42 to 160m

long and have depths of 4.5 to 8.6m alongside.

4.16 It is reported that a new tanker berth, capable of accommodating vessels up to 10,000 dwt, is to be constructed. In addition, the container berth is to be extended to the E with reclamation work being carried out in Bath Side Bay.

4.16 Port of Felixstowe.—The port comprises Felixstowe Dock

and several river berths situated at the NE side of the harbor.

4.16 Felixstowe Dock, which is entered through a passage, 44.2m

wide, is a tidal basin with a dredged depth of 6.7m. Within the

basin, East Quay is 132m long, North Quay is 191m long, and

South Quay is 186m long. Vessels up to 137m in length and

6.4m draft can be accommodated in the dock.

4.16 An oil terminal jetty extends from the shore close N of the

entrance to the dock. The berth at its head can accommodate

tankers up to 25,000 dwt, 180m in length, and 9.1m draft.

4.16 Two ro-ro berths are situated close S of the entrance to

Felixstowe Dock and two more are situated close N of the oil

terminal jetty. These berths have dredged depths of 7.3 to 9.8m

alongside and can accommodate vessels up to 213m in length.

4.16 Languard Container Terminal, situated S of Felixstowe

Dock, is 439m long. It has alongside depth between 7 to 9.5m. 

Aspect

4.16 The Harwich Deep-Water Channel is marked by lighted

buoys. Harwich Channel No. 1 Lighted Buoy (51°56.1'N.,

1°27.2'E.) is equipped with a racon.

4.16 The harbor entrance lies between Landguard Point and

Blackman’s Head, 1 mile WNW. Vessels enter through a

fairway which is marked by lighted buoys and leads W and N.

4.16 From Landguard Point, a low shingle beach extends for

about 2.7 miles NE and is fringed by groins.

4.16 Conspicuous marks on the N side of the entrance include the

spire of a church standing 2 miles NNE of Landguard Point, a

radar scanner situated 0.4 mile E of the spire, a water tower

standing 1.3 miles NNW of the spire, and a gas storage tank

standing 1.3 miles N of Languard Point. A flare, easily distinguishable at night, is occasionally situated at a tall chimney

which stands close NW of the gas storage tank. In addition, the

gantries and cranes at the Port of Felixstowe are clearly visible

from a considerable distance.

4.16 The coast extending SW of Blackman’s Head is cliffy for

about 0.5 mile and then it becomes low and embanked as far as

the entrance to Hamford Water, 2.5 miles SSW. The shore is

fronted by a sand flat and backed by gently undulating country.

4.16 Conspicuous landmarks on the SW side of the harbor entrance include a water tower standing 1.1 miles WSW of

Blackman’s Head and two disused light structures standing

near the shore, 0.5 mile E of the water tower. Prominent landmarks include the spire of a church standing 0.5 mile N of

Blackman’s Head and the tower of a church, much obscured by

trees, standing on the skyline, 1.3 miles WSW of Blackman’s

Head. In addition, the cranes situated at Parkeston Quay are

visible from a considerable distance.

4.16 Shotley Point, on the N side of the harbor, is the SE extremity of a projection which separates the River Stour from the

Harwich (Port of Felixstowe)
Sector 4. England—The Thames Estuary 93

Pub. 192

River Orwell. An extensive marina, consisting of a basin entered through a lock, is situated at the point. Conspicuous landmarks in the vicinity include a water tower, 40m high, standing

on the W side of the marina; a signal tower, 40m high and surmounted by a flagstaff; a radar scanner, standing 0.3 mile SW

of the marina; and the mast standing at the former Shotley

Naval Base, close N of the signal tower. Prominent from

several directions is a white water tower which stands about 1.5

miles WNW of Shotley Point.

Pilotage

4.16 Pilotage is provided by Haven Pilotage Service and is compulsory for all vessels over 50m in length, except HM ships. 

4.16 Inbound vessels should send an ETA at the pilot boarding

station at least 24 hours in advance or on leaving the last port

of call, if later. The ETA message should include the vessel’s

name, call sign, grt, maximum draft, and destination.

4.16 Vessels should then confirm their ETA 3 hours and 1 hour in

advance or as soon as practicable when within VHF range.

4.16 Outbound vessels should give an ETD at least 2 hours in

advance, with a confirmation 30 minutes prior to departure

(ETD will not be accepted more than 3 hours in advance).

4.16 The Haven Pilotage Service operates two pilot stations:

1. Sunk Pilot boarding station provides pilotage for

Harwich, Felixstowe, Ipswich, and Mistley (Haven Ports). It

also provides pilotage for the Port of London, the River

Thames, and the River Medway.

Pilots board in an area centered on position 51°51.4'N,

1°40.5'E (3.5 miles WNW of Sunk Centre Light Vessel).

Vessels must confirm their ETA at this boarding station 3

hours, or as soon as possible, and 1 hour prior to arrival on

VHF channel 9.

Communication on the approach and at this pilot station

will be conducted by Sunk VTS on VHF channel 14. For

further information concerning pilotage, see Regulations.

2. Haven Pilot boarding station provides pilotage for

Harwich, Felixstowe, Ipswich, and Mistley.

Pilots board vessels about 2 miles ENE of Harwich

Approach (HA) Lighted Buoy (51°56.7'N., 1°30.7'E.).

This station should be used only by vessels of less than

180m in length and less than 8m draft.

Communication on the approach and at this pilot station

will be conducted by Haven VTS on VHF channel 71 (see

Regulations).

Vessels giving the 1-hour confirmation of ETA at this

boarding station should call on VHF channel 9.

4.16 Haven Pilotage Service (Sunk Pilots) may be contacted by email, as follows:

4.16 Pilots for the the River Colne and the River Crouch board

vessels about 2.5 miles WSW of Sunk Inner Lighted Buoy

(51°51'N., 1°34'E.), at the W side of Sunk Inner Precautionary

Area.

4.16 See Approaches to Harwich—Directions (paragraph 4.15)

for further information.

Regulations

4.16 All vessels must maintain a continuous listening watch on

VHF channel 71 while within the VTS area and report when

anchoring or berthing.

4.16 All vessels must obtain permission before getting underway

from an anchorage or leaving a berth. They must also report

when clear of an anchorage or berth.

4.16 All outbound vessels must give an ETD at least 2 hours in

advance to Harwich VTS, with a confirmation 30 minutes prior

to departure (ETD will not be accepted more than 3 hours in

advance). They must also obtain permission from Harwich

VTS to leave. Permission to leave is valid for only 15 minutes.

If the vessel has not cleared, new permission must be obtained.

4.16 Outbound vessels must report to Harwich VTS on VHF

channel 71 when passing the following positions (Reporting

Points):

a. 51°59.8'N, 1°14.4'E. (Orwell No. 4—preliminary).

b. 51°58.9'N, 1°16.6'E. (Orwell No. 2—transfer from

Orwell Navigation Service).

c. 51°56.9'N, 1°13.3'E. (Erwarton—River Stour).

d. 51°55.8'N, 1°22.8'E. (Haven No. 8 Lighted Buoy).

e. 51°55.7'N, 1°30.7'E. (Rough—Southbound).

f. 51°56.5'N, 1°30.6'E. (Cross—stating if northbound or

southbound).

g. 51°53.2'N, 1°18.9'E. (Stone Banks—Southbound,

inshore route).

h. 51°58.6'N, 1°28.0'E. (Cutler—Northbound, inshore

route).

i. 51°53.8'N, 1°33.6'E. (Walker Lighted Buoy—Southbound, transfer to Sunk VTS).

j. 51°59.0'N, 1°35.6'E. (Mid Bawdsey—Northbound).

k. 52°01.7'N, 1°38.3'E. (N Shipwash—Northbound).

4.16 Vessels with a draft of 7.2m or over are required to exhibit

the signals prescribed for vessels constrained by their draft

when approaching and entering the harbor.

4.16 Only vessels constrained by their draft or specifically

authorized may use the inner part of the Harwich Deep-Water

Channel, which lies W of Harwich Approach (HA) Lighted

Buoy (51°56.7'N., 1° 30.8'E.); other vessels of more than 50 grt

must use the respective inbound or outbound traffic lanes and

keep clear of the deep-water channel.

4.16 Vessels of more than 50 grt must have special permission

from the harbormaster to enter or leave the port by the Medusa

Channel.

4.16 Overtaking of or by a vessel carrying LNG is prohibited

while within the harbor area.

4.16 Vessels shall not enter the deep-water channel so as to hazard or impede the movement of another vessel in that channel.

4.16 Anchoring and fishing are prohibited within the vicinity of

the inner approach and entrance channels.

4.16 Speed limits are in force, as follows: 

1. In all approach and departure channels between Harwich Channel No. 1 Lighted Buoy (51°56.1'N., 1°27.2'E.)

and Platters Lighted Buoy (51°55.6'N., 1°20.9'E.)—17

knots.

2. In the Deep Water Channel between Platters Lighted

Buoy and North West Beach Lighted Buoy (51°55.9'N.,

1°18.9'E.)—12 knots.

sunk.pilot@hha.co.uk
94 Sector 4. England—The Thames Estuary 

Pub. 192

3. In the area between North West Beach Lighted Buoy

and the inner limits of the harbor—8 knots. 

Vessel Traffic Service

4.16 Sunk Vessel Traffic Service.—Sunk Vessel Traffic Service

(Sunk VTS), controlled by Harwich Haven Authority, operates

in the vicinity of Sunk Centre Light Vessel (51°50'N., 1°46'E.)

and covers Inner Sunk Precautionary Area, Outer Sunk Precautionary Area, and the TSSs and other routes leading into these

areas.

4.16 All vessels of 300 grt and over shall participate in and

comply with Sunk VTS rules.

4.16 Vessels must maintain a listening watch when within the

Sunk VTS area. They must report to Sunk VTS on VHF channel 14 when entering or departing the area and when passing

the following positions (Reporting Points):

1. East Shipwash (51°57.0'N.,1°39.4'E.)—Inbound and

Outbound (Shipwash Bank Route—Restricted). 

2. Sunk N1 (51°56.3'N.,1°44.9'E.)—Inbound (Southbound Lane).

3. Sunk N1 (51°55.9'N,1°49.0'E.)—Outbound (Northbound Lane).

4. Sunk E1 (51°51.8'N., 2°00.0'E.)—Inbound (Westbound Lane).

5. Sunk E1 (51°50.4'N., 2°00.0'E.)—Outbound (Eastbound Lane).

6. South Galloper (51°43.1'N., 1°55.4'E.)—Inbound and

Outbound (South Galloper Route).

7. Sunk S1 (51°38.7'N., 1°49.3'E.)—Inbound (Northbound Lane).

8. Sunk S1 (51°38.4'N., 1°45.4'E.)—Outbound (Southbound Lane).

9. Kentish Knock (51°38.2'N., 1°42.0'E.)—Outbound

(Southbound Lane).

10. Walker Lighted Buoy (51°53.8'N., 1°33.6'E.)—Inbound and Outbound (Transfer from Harwich VTS).

11. Sunk Head Towers (Barrow) (51°46.8'N.,

1°28.1'E.)—Inbound and Outbound (Transfer from London

VTS).

12. Sunk Head Towers (Blackdeep) (51°46.0'N.,

1°32.0'E.)—Inbound and Outbound (Transfer from London

VTS).

13. Walker Lighted Buoy No. 2 (51°49.0'N., 1°23.0'E.)—

In-bound and Outbound (west approach).

4.16 When initially reporting to Sunk VTS, vessels must state

their name, call sign, position (reporting point), draft, destination, intended route, any deficiences, and ETA at the pilot

boarding station if applicable.

4.16 Vessels must report to Sunk VTS any incident that effects the

safety of navigation.

4.16 Vessels must maintain their listening watch on VHF channel

14 until finally clear of the Sunk VTS area or when transferring

to a neighboring VTS system.

4.16 Vessels must report when anchoring within the Sunk VTS

area and maintain a listening watch on VHF channel 14. They

must also report when leaving the anchorage.

4.16 Vessels which are not proceeding to or departing from ports

within the Thames Estuary or Harwich Haven must avoid Sunk

Inner Precautionary Area.

4.16 Vessels navigating within Sunk Inner Precautionary Area

must avoid impeding the passage of vessels contrained by draft

or following a Deep-Water Route.

4.16 Fishing vessels engaged in fishing must report their intentions on entering or leaving Sunk Inner Precautionary Area.

4.16 Dredging vessels working within the VTS area must submit

passage plans for approval by the Sunk VTS authority. 

4.16 Vessels embarking pilots must adhere to the boarding turn

order issued by Sunk VTS.

4.16 Sunk VTS may be contacted by e-mail, as follows:

4.16 Special rules apply to vessels which are intending to embark

or disembark pilots within the Sunk VTS area. For further information, see Pilotage and Regulations in paragraph 4.1.

4.16 Note.—It is reported (August 2007) that Sunk VTS is not

operational until further notice. The Precautionary Areas and

associated TSSs at Sunk remain operational.

4.16 Harwich Vessel Traffic Service.—Harwich Vessel Traffic

Service (Harwich VTS) operates in the approaches to Harwich

and provides radar surveillance and marine information. The

seaward limit of the VTS area covers an area bounded by the

arc of a circle, with a radius of 4 statute miles, centered on

position 51°55.96'N, 1°18.84'E, with an E extension defined by

a line joining the following positions:

a. 51°57.4'N, 1°23.9'E.

b. 51°59.0'N, 1°37.1'E.

c. 51°53.8'N, 1°33.9'E.

d. 51°52.6'N, 1°33.9'E.

e. 51°52.6'N, 1°30.8'E.

f. 51°54.3'N, 1°30.8'E.

g. 51°55.3'N, 1°24.3'E.

4.16 Participation in this VTS system is mandatory for all vessels

over 50 grt and all vessels certified to carry 12 or more passengers.

4.16 Navigational information broadcasts are made by Harwich

VTS on VHF channel 11 at 0415 and 1615. During periods of

major operations, broadcasts are also made at 1015 and 2215.

4.16 In the event of a major incident, details will be broadcast by

Harwich VTS using the code word HARWICHCAP. This code

words signifies that Harwich has initiated a combined accident

procedure. All vessels should maintain their present listening

watch, minimize all radio broadcasts, and be prepared to

receive specific traffic regulation instructions.

4.16 Harwich VTS may be contacted by e-mail, as follows:

4.16 All inbound vessels should send their ETA at the pilot

boarding station to the Harwich VTS Operations Center at least

24 hours in advance or on leaving the last port of call, if later.

The message should include the vessel’s name, call sign, grt,

maximum draft, and destination.

4.16 Vessels must confirm their ETA 3 hours prior to arrival or as

soon as practicable when within VHF range on VHF channel 9.

All times should be given in local time.

4.16 All inbound vessels must obtain permission from Harwich

sunk.vts@hha.co.uk

harwich.vts@hha.co.uk
Sector 4. England—The Thames Estuary 95

Pub. 192

VTS prior to entering the VTS area. They must also report on

VHF channel 71 when passing the following positions (Reporting Points):

a. 52°03.7'N, 1°42.0'E. (N Shipwash Outer Approach—

N approach). 

b. 52°01.7'N, 1°38.3'E. (N Shipwash Lighted Buoy—N

approach).

c. 51°53.8'N, 1°33.6'E. (Walker Lighted Buoy—S approach, transfer from Sunk VTS).

d. 51°59.0'N, 1°35.6'E. (Mid Bawdsey—N approach).

e. 51°58.6'N, 1°28.0'E. (Cutler—N approach, inshore

route).

f. 51°53.2'N, 1°18.9'E. (Stone Banks—S approach,

inshore route).

g. 51°56.8'N, 1°30.7'E. (Harwich Approach (HA).

h. 51°56.0'N, 1°22.2'E. (Harwich Channel No. 7).

i. 51°58.9'N, 1°16.6'E. (Orwell No. 2, Ipswich approach—transfer to Orwell Navigation Service).

4.16 All vessels must maintain a continuous listening watch on

VHF channel 71 while within the VTS area and report when

anchoring or berthing.

4.16 All vessels must obtain permission before getting underway

from an anchorage or leaving a berth. They must also report

when clear of an anchorage or berth.

4.16 All outbound vessels must give an ETD at least 2 hours in

advance to Harwich VTS, with a confirmation 30 minutes prior

to departure (ETD will not be accepted more than 3 hours in

advance). They must also obtain permission from Harwich

VTS to leave. Permission to leave is valid for only 15 minutes.

If the vessel has not cleared, new permission must be obtained.

4.16 Outbound vessels must report to Harwich VTS on VHF

channel 71 when passing the following positions (Reporting

Points):

a. 51°59.8'N, 1°14.4'E. (Orwell No. 4—preliminary).

b. 51°58.9'N, 1°16.6'E. (Orwell No. 2—transfer from

Orwell Navigation Service).

c. 51°56.9'N, 1°13.3'E. (Erwarton—River Stour).

d. 51°55.8'N, 1°22.8'E. (Haven No. 8 Lighted Buoy).

e. 51°55.7'N, 1°30.7'E. (Rough—Southbound).

f. 51°56.5'N, 1°30.6'E. (Cross—stating if northbound or

southbound).

g. 51°53.2'N, 1°18.9'E. (Stone Banks—Southbound,

inshore route).

h. 51°58.6'N, 1°28.0'E. (Cutler—Northbound, inshore

route).

i. 51°53.8'N, 1°33.6'E. (Walker Lighted Buoy—Southbound, transfer to Sunk VTS).

j. 51°59.0'N, 1°35.6'E. (Mid Bawdsey—Northbound).

k. 52°01.7'N, 1°38.3'E. (N Shipwash—Northbound).

Anchorage

4.16 Parkeston Anchorage Area, situated N of Parkeston Quay,

has depths of 4.7 to 7.3m and is generally limited to vessels of

less than 115m in length and 5.5m draft. Erwarton East and

West Anchorages, situated close W of Parkeston Anchorage,

have depths of 5.4 to 10m.

4.16 Shelf Anchorage Area, situated on the W side of the harbor

channel, has depths of 3.2 to 5.5m and is generally limited to

vessels of less than 90m in length and 3.7m draft.

Caution

4.16 Precautionary Areas and associated TSSs, which may best

be seen on the chart, are situated in the vicinity of Sunk Centre

Light Vessel (51°50'N., 1°46'E.). For further information, see

paragraphs 4.1 and 4.3.

4.16 Numerous unlit mooring buoys are situated close to the

fairway in the rivers.

4.16 The harbor is accessible under all weather conditions, but

deep-draft vessels may be restricted as to the time of entry by

tidal considerations.

4.16 High speed craft operate in the approaches to Harwich.

4.17 The River Stour provides access to Mistley and Manningtree, which are situated about 8 miles above Harwich. The

depths in the river decrease rapidly to the W of Parkeston.

Small vessels, with drafts up to 2m, can reach Manningtee at

HW.

Mistley (51°56.7'N., 1°04.8'E.) is located on the S bank of

the river and provides five berths. Baltic Wharf, the main berth,

is 200m long and has a depth of 1.3m alongside. Vessels up to

3,500 dwt can be handled with drafts up to 5.3m at HWS and

4m at HWN. Vessels lie aground at LW. Local pilots for the

river are available. At Cattawade, 0.5 mile above Manningtree,

the river is closed by a barrage. 

Ipswich (52°03'N., 1°10'E.)

World Port Index No. 31550

4.18 Ipswich stands on the banks of the River Orwell,

about 7.5 miles above its entrance, which is located E of Shotley Point. The harbor consists of a wet dock and several riverside quays.

4.18 Tides—Currents.—Tides rise about 4.2m at springs and

3.4m at neaps.

4.18 Close within the entrance to the river, the tidal currents set

NNW and SSE with spring velocities of up to 1.5 knots.

4.18 Depths—Limitations.—The navigable fairway has a

dredged depth of 5.6m as far as Ipswich, but narrows to a minimum width of about 90m. In the approaches to Ipswich, a

bridge, with a vertical clearance of 38m, and two overhead

power cables, with vertical clearances of 46m, span the river.

4.18 The wet dock is entered through a lock, 91m long and 14.5m

wide. It has depths over the sill of 7.1m at HWS and 6.3m at

HWN. Vessels up to 80.76m in length can enter by using the

lock. Vessels up to 114m in length, 13.8m beam, and 5.5m

draft can enter the dock by canaling through the lock at HW.

There is 1,750m of total berthage within the dock, with depths

of 3.7 to 6.7m alongside. There are facilities for yachts at the N

side of the dock.

4.18 Cliff Quay has 1,130m of total berthage and a depth of 8.2m

alongside.

4.18 West Bank Terminal has 320m of total berthage and a depth

of 6.5m alongside.

4.18 Power Station Jetty has 150m of total berthage and a depth

of 8.4m alongside.

4.18 There are facilities for container, bulk, tanker, and ro-ro vessels within the port. Generally, vessels up to 140m in length
96 Sector 4. England—The Thames Estuary 

Pub. 192

and 7.5m draft can be handled. Vessels up to 148m in length

and 8.4m draft have been handled at HWS.

4.18 Aspect.—The banks of the river run mostly parallel and are

well-wooded. A marked channel leads up the river to the

harbor. Several yacht marinas are situated along the river and a

water-skiing area, marked by small buoys, lies adjacent to the

navigable channel.

4.18 At Ipswich, a conspicuous power station, with three tall

chimneys, stands on the E shore of the river.

4.18 Pilotage.—See Pilotage for Harwich in paragraph 4.16.

Pilotage for the River Orwell is compulsory.

4.18 Regulations.—The Orwell Navigation Service operates a

Port Control and Information Service within the river.

4.18 All vessels must maintain a VHF listening watch when underway as directed by the Orwell Navigation Service. Vessels

without an operational VHF should make contact by telephone.

4.18 All inbound vessels should report to Ipswich Port Radio on

VHF channel 68 on passing the following Reporting Points:

1. Fagbury Buoy (51°57.9'N., 1°16.9'E.).

2. No. 4 Lighted Buoy.

3. Cathouse Lighted Buoy.

4. No. 9 Lighted Buoy.

5. On berthing.

4.18 Local weather, visibility, tides, and general marine information are available upon request.

4.18 The Orwell Navigation Service may be contacted by e-mail,

as follows:

4.18 Caution.—Several submarine cables lie across the entrance

to the lock and the river and may best be seen on the chart.

Harwich to Shoebury Ness 

4.19 The Naze (51°52'N., 1°17'E.), located 4 miles SSW

of Landguard Point, is a cliff similar to Bawdsey Cliff. A conspicuous brick tower, 49m high, stands on a summit, close

within the edge of the cliff.

4.19 Hamford Water, a narrow creek, is entered between Blackman’s Head and The Naze. It is approached by crossing Halliday Rock Flats, which have a least depth of 1.2m. The depths

increase within the entrance of the creek, but the entire area

within 4 miles W of The Naze is broken up by islands, mud

flats, and creeks, which dry. Several yacht marinas are situated

within this area.

4.19 The NW shore of the Thames Estuary between The Naze and

Shoebury Ness, 28 miles SW, is broken by the entrances to the

River Colne, the River Blackwater, the River Crouch, and by

several small creeks which are located S of the River Crouch.

The shore in the N part consists mainly of cliffs, up to 10m

high, with many buildings standing on them. It is backed by

higher land. The shore in the S part is low and fringed by

extensive mud flats and sands.

4.19 A pier extends SE for 0.4 mile from the coast at Walton-onthe-Naze, a small resort town, situated 1.3 miles SSW of The

Naze.

4.19 Frinton-on-Sea (51°50'N., 1°15'E.), a resort town, stands

2.7 miles SW of The Naze, at the SW end of a row of cliffs.

The turret of a hotel, standing at the W end of the town, is

conspicuous. The southwesternmost of two tall buildings,

which stand 0.2 mile apart in front of the town, is prominent.

4.19 Holland-on-Sea, a small resort, is situated 2.5 miles SW of

Frinton. A prominent radar mast, 60m high, stands at Holland

Haven, at the NE end of the resort. A prominent church, with a

square tower, stands on the highest part of the background, 1.2

miles N of the haven, and can be seen through the trees from

seaward.

4.19 Clacton-on-Sea (51°47'N., 1°09'E.), a resort town, is situated along the shore, 4 miles SW of Frinton. The coast in this

vicinity is protected by groins, the seaward ends of some being

marked by beacons. Several martello towers stand on the low

coast between Clacton and Colne Point, 4 miles W. The town is

fronted by a pier, 0.2 mile long, which small craft may berth

alongside.

4.19 Caution.—An area, in which obstructions lie, is located

about 1 mile SSE of the pier at Clacton and may be best seen

on the chart.

4.19 Several outfall pipelines, which extend up to about 0.4 mile

seaward, are located along this stretch of coast and may best be

seen on the chart.

4.20 The Wallet (51°46'N., 1°13'E.) is a coastal channel

leading from The Naze to Colne Point. The shoals fringing the

coast lie on its NW side and Gunfleet Sand lies on its SE side.

The latter shoal was previously described in paragraph 4.6 with

East Swin or King’s Channel. This channel, which is marked

by lighted buoys, forms the approach to the River Colne and

the River Blackwater, which discharge into its W end. Swire

Hole is a pocket lying at the W end of The Wallet. Goldmer

Gat, the N and main entrance into The Wallet is located 5.5

miles WSW of Sunk Light Vessel. (51°51'N., 1°35'E.). It lies

between the NE extremity of Gunfleet Sand and West Rocks, 2

miles N. The greatest depths are found along the NW edge of

Gunfleet Sand.

4.20 The shoals which fringe the coast have depths of less than

5.5m and extend up to 2 miles offshore. Tripod, a shingle

patch, lies about 1 mile ESE of Clacton and has a least depth of

2.5m. Collier, a shoal with a least depth of 1.5m, lies 1.3 miles

ipswich@abports.co.uk

The Naze Tower
Sector 4. England—The Thames Estuary 97

Pub. 192

SSW of Clacton. Priory Spit, with a least depth of 1.8m, extends up to about 1.5 miles S from a point on the coast, 2 miles

WSW of Clacton.

4.20 Buxey Sand, a shoal bank which dries, lies centered 5 miles

S of Colne Point. Spitway, a channel for small craft, leads

between the W end of Gunfleet Sand and the E end of Buxey

Sand and has a least depth of 1.2m.

4.20 Anchorage.—During offshore SE or SW gales, there is

well-sheltered anchorage in every part of The Wallet as the

sands, forming its boundaries, act as breakwaters and the sea

becomes comparatively smooth, even when the banks are not

well-covered. A convenient berth is in a depth of 9m about 3.5

miles SSE of the tower on The Naze. Good anchorage is also

available, in depths of 11 to 14m, in Swire Hole, about 3.8

miles SSE of Colne Point.

4.20 Caution.—Numerous wrecks, some dangerous, lie in the

vicinity of The Wallet and may best be seen on the chart.

4.21 The River Colne and The River Blackwater.—The

rivers are approached through a common estuary at the SW end

of The Wallet. The entrance channels lie between the shoals

which extend from both shores and are marked by buoys,

beacons, and lighted buoys. The main fairway, with a least

depth of 4.3m, leads between Eagle and Knoll Shoals. The N

fairway, with a least depth of 4.1m, leads N of Eagle Shoal and

S of Priory Spit and Colne Bar; it should only be used by

vessels with local knowledge.

4.21 Close W of Eagle Shoal, the entrance channels divide. The

fairway leading into the River Colne extends NNE and passes

between Colne Bar and Bench Head Shoal. The fairway

leading into the River Blackwater extends WNW and passes

between Bench Head Shoal and Saint Peters Flats.

4.21 Colne Point (51°46'N., 1°03'E.), located on the E side of the

entrance to the River Colne, is low and marshy and marked by

two small beacons. Colne Bar, with depths of less than 1.8m,

extends up to 1.5 miles S of the point. Eagle Shoal, with a least

depth of 0.9m, lies about 2 miles SSE of Colne Point.

4.21 Sales Point (51°45'N., 0°56'E.), the S entrance point of the

River Blackwater, is located 4 miles WSW of Colne Point and

is low. A chapel stands 0.4 mile S of this point and is conspicuous. Several beacons, posts, and remains of targets stand

near the shore, close S of Sales Point. Wavebreaks, formed by

sunken barges, lie close N and SSE of the point and are marked

by lighted beacons.

4.21 The conspicuous building of Bradwell Nuclear Power

Station, 45m high, stands on the S bank of the River Blackwell,

1.5 miles W of Sales Point.

4.21 Saint Peters Flats, which dry up to 3.5m, extend 2.7 miles

from the shore, S of Sales Point. Knoll and Batchelor Spit are

shoal areas, with depths of less than 1.8m, which extend E

from St. Peters Flats.

4.21 Mersea Island (51°47'N., 0°57'E.), which forms the N shore

between the rivers, is low and wooded. The prominent towers

of churches, standing near the E and W ends of the island, can

be seen through the trees from seaward.

4.21 Bench Head, with depths of less than 1.8m, lies at the

extremity of the shoals which extend up to 2.5 miles SE from

Mersea Island. Cocum Hills and Mersea Flats front the S shore

of the island.

4.21 Pilotage.—Pilotage is compulsory for the River Colne and

River Blackwater, with certain exceptions. Pilots are available

from the Haven Ports Pilotage Service and will generally board

vessels in the vicinity of Sunk Light Vessel. See Pilotage for

Harwich in paragraph 4.16.

4.21 Caution.—Oyster beds occupy parts of the fairways within

the rivers.

4.22 The River Colne (51°46'N., 1°02'E.) flows for 32

miles and enters the sea near Colne Point. Many obstructions

exist within this river and the tidal influence is checked and

retarded. In its lower part, the banks are broken up by several

tributaries. Brightlingsea Creek and Alresford Creek are

located on the E side; Pyefleet Channel and Geedon Creek are

located on the W side. The fairway has a least depth of 3m as

far as Brightlingsea. 

4.22 Brightlingsea (51°48'N., 1°02'E.), a small port, stands on

the N side of Brightlingsea Creek, which enters the river close

N of the entrance. A quay, with 234m of total berthage, has a

depth of 5.5m alongside at HWS. Vessels up to 3,600 dwt,

100m in length, and 5.2m draft can be accommodated. Vessels

with bowthrusters up to 120m in length can be handled. The

harbor can be contacted by VHF and is mostly used by

coasters, yachts, and fishing vessels.

4.22 Colchester (51°53'N., 0°55'E.) stands on the W bank of the

river, 7 miles above Brightlingsea. The port provides about

500m of total commercial berthage. The harbor is mostly used

by small coasters. Vessels up to 96m in length and 4.7m draft

can be handled at HW.

4.22 Pilotage is compulsory for vessels over 60m in length proceeding to Brightlingsea and for vessels over 50m in length

proceeding upstream of this port. Requests for pilotage on the

River Colne should be sent to the harbormaster at Brightlingsea 12 hours before arrival; the harbormaster can be contacted on VHF channel 68. Pilots can be contacted by VHF and

board about 2.5 miles WSW of Sunk Light Vessel (see paragraph 4.16) or in the vicinity of No. 13 Lighted Buoy, close to

the entrance of Brightlingsea Creek.

4.22 All commercial vessels must obtain permission from the harbormaster before entering, departing, or moving on the River

Colne.

4.22 A flood barrier, equipped with traffic lights, is located at

Wivenhoe. When the traffic lights (three vertical red lights) are

displayed, vessels must contact the harbormaster before transiting through the barrier.

4.22 Caution.—A firing danger area is situated on the W shore of

the river between Pyefleet Creek and Geedon Creek.

4.23 The River Blackwater (51°45'N., 0°55'E.), entered

between Sales Point and the S side of Mersea Island, leads

about 6 miles WSW to Osea Island, and then 4 miles NW to

Maldon. There are depths of 5.5 to 20m in the entrance, but

above Shinglehead Point, 2.2 miles NW of Sales Point, they

become irregular. Depths of 2.3 to 3.5m lie in the fairway up to

4.5 miles above Shinglehead Point. At Maldon, the channel has

a depth of 3.4m at HWS, but nearly dries out at LW. Several

yacht marinas are situated along the river. A wharf at Maldon

can handle small coasters up to 600 grt.

4.23 The banks of the river are broken by the entrances to numerous creeks and fringed by extensive mud flats. A detached
98 Sector 4. England—The Thames Estuary 

Pub. 192

breakwater, about 300m long, lies off the entrance to a creek,

in the vicinity of the power station which stands 1.5 miles

above the entrance to the river.

4.24 The River Crouch (51°37'N., 0°56'E.), after flowing

between low and embanked lands, empties into the Thames

Estuary between Holliwell Point, 6.5 miles S of Sales Point,

and Foulness Point, 1.1 miles SSE. The river may be approached through Ray Sand Channel or Whitaker Channel.

The former leads from the SW end of The Wallet over a bar,

which dries up to 1.7m, and should only be used by vessels of

light draft with local knowledge. Whitaker Channel, which is

marked by lighted buoys, leads from the W end of East Swin or

King’s Channel to the river entrance.

4.24 Foulness Sand, which dries, extends up to 5.5 miles ENE

from Foulness Point. Whitaker Spit, with depths less than 1m,

extends about 3 miles NE from the NE end of Foulness Sand.

This spit connects to another shallow spit, which extends ENE

from Buxey Sand and forms a bar between Whitaker Channel

and East Swin or King’s Channel. It is reported (2000) that a

buoyed channel, with a least depth of 3m, leads over this bar. It

is also reported that this channel is no longer dredged.

4.24 Several marinas are situated within the river. A timber wharf

is situated in the vicinity of Wallasea Island, 3 miles above the

river entrance. It is 130m long and can handle small vessels up

to 5.2m draft at HW.

4.24 Burnham (51°37'N., 0°50'E.), the principal yachting center

of the SE part of England, is situated on the N shore, about 5

miles W of the river entrance. There are marinas and extensive

facilities for boats and small craft.

4.24 Hullbridge is situated on the S side of the river, about 12

miles above Burnham and has a quay, which dries. Small vessels, with drafts up to 3.5m, can reach this quay at HWS.

4.24 Pilotage.—Local pilots for the River Crouch are available

from the Haven Ports Pilotage Service and will generally board

vessels in the vicinity of Sunk Light Vessel. See Pilotage for

Harwich in paragraph 4.16.

4.25 Foulness Point (51°37'N., 0°57'E.), the S entrance

point of the River Crouch and the NE extremity of Foulness

Island, is low.

4.25 A conspicuous lattice radio tower stands 1 mile SW of the

point. Another two conspicuous lattice radio towers, 76m high,

stand 1.7 miles SW of the point. The spire of the church at

Churchend, 2.5 miles WSW of the point, is prominent from

seaward.

4.25 Shoebury Ness (51°31'N., 0°47'E.), a low point, is located

8.7 miles SW of Foulness Point. The coast between consists of

embanked marshland, broken only by the entrance to

Havengore Creek, 3.2 miles NE of the point, which is used by

yachts and small craft. A radio mast and a gas-holder tank,

both conspicuous, stand close W and 0.7 mile N, respectively,

of the point. The church at Great Wakering, 2.3 miles NNE of

the point, can sometimes be identified from seaward. The town

of Shoebury stands 0.5 mile NE of the point.

4.25 Maplin Sands (51°35'N., 0°58'E.), of which Foulness Sands

forms the NE part, extends up to about 3 miles from this stretch

of coast and form the N limits of East Swin Channel, West

Swin Channel, and The Warp.

4.25 For the continuation of the River Thames W of Shoebury,

see paragraph 5.2.

4.25 Caution.—Firing danger areas exist on Maplin Sands and

Foulness Sands. Experimental firing is frequently carried out in

all conditions of weather and tide.

4.25 Yachts and small craft proceeding to Havengore Creek must

obtain permission from the Range Authorities prior to making

the passage.

4.25 Obstructions to navigation, posts, and beacons of no navigational significance, some of which show lights, may be encountered throughout Maplin Sands.

North Foreland to the Isle of Sheppey

4.26 North Foreland (51°23'N., 1°27'E.), the SE entrance

point of the Thames Estuary, is located at the NE end of the

Isle of Thanet. It is formed of nearly perpendicular chalk cliffs,

18 to 37m high. A light is shown from a conspicuous white

tower, 26m high, standing on the rising ground close within the

edge of the cliff. A prominent radio mast is situated close NNE

of the light.

4.26 The coast in this vicinity consists of cliffs fringed by rocky

ledges, which extend up to about 0.2 mile offshore. A very

conspicuous building stands 1.5 miles WNW of the light and,

from N, is the highest landmark in this area.

4.26 A conspicuous castle-type building, with a tower, stands on

White Ness, 0.7 mile NNW of the light.

4.26 Elbow (51°22'N., 1°31'E.), a sandy ridge, forms the NE extremity of the shoal bank extending from North Foreland. It is

marked by a lighted buoy which is moored about 3 miles ENE

of North Foreland Light.

4.26 Caution.—Outfall pipelines extend up to 2 miles seaward

from the coast in the vicinity of North Foreland and may best

be seen on the chart.

4.26 Numerous submarine cables, some disused, extend seaward

from the shore in the vicinity of North Foreland and may best

be seen on the chart.

4.26 Note.—See Pub. 191, Sailing Direction (Enroute) English

Channel for information concerning the waters to the S of

North Foreland and the mandatory CALDOVREP reporting

system for the approaches to the Dover Strait TSS.

North Foreland Light
Sector 4. England—The Thames Estuary 99

Pub. 192

4.27 Margate (51°23'N., 1°23'E.), a resort town, stands 2.5

miles NW of North Foreland. There is a small harbor, which

dries, formed by a curved pier. It is mostly used by yachts and

pleasure craft. Vessels with drafts up to 3.5m can lie alongside

at HWS. A light is shown from a prominent tower, 20m high,

standing on the head of the pier.

4.27 A large and conspicuous building, 62m high, stands near the

shore, 0.3 mile SSW of the head of the pier. 

4.27 The ruins of a former pier lie about 0.3 mile N of the root of

the harbor pier.

4.27 Good anchorage, sheltered from S winds, can be obtained in

depths of 11 to 17m, in Margate Road, about 1.7 miles NE of

the harbor.

4.27 Reculver (51°23'N., 1°12'E.), a village, is situated 7 miles

W of Margate. The coast between is composed of cliffs in its E

part, but is low and flat in the W part. The Minnies, a ledge of

drying rocks, lie 0.2 mile offshore at the junction of the cliffs

with the low coastline; this junction, located 3.7 miles W of

Margate, is commonly called Cliff End.

4.27 Two very conspicuous towers, known as The Reculvers,

stand at the site of a ruined church near the shore at Reculver.

A church, with a very prominent spire, is situated at Birchington, 3 miles WSW of Margate.

4.27 Herne Bay, a resort town, extends for nearly 1 mile along the

shore, 3 miles W of Reculver. The coast between is composed

of cliffs, 30m high, fronted by drying sand banks and rocks.

The ruins of a promenade pier project 0.6 mile NNW from the

W end of the town, and a light is shown from the former pier

head. A prominent clock tower stands on the shore near the

center of the town, and a conspicuous water tower stands 0.5

mile SE of it. A prominent windmill stands on high land, 1.1

miles SSE of the clock tower.

4.27 Sand banks, rocks, and shoals fringe this stretch of coast. In

the E part, they form the S sides of South Channel and Gore

Channel. In the W part, they extend up to 2 miles offshore.

4.27 Caution.—Several outfall pipelines extend seaward from the

shore along this stretch of the coast.

4.27 Oyster beds occupy a considerable area off this part of the

coast and vessels grounding are liable for damages.

4.28 Whitstable (51°22'N., 1°02'E.) (World Port Index

No. 31360), a small port, is the center of a declining oyster

fishery. It stands 3.5 miles W of Herne Bay, on the E side of the

entrance to The Swale.

4.28 Tides—Currents.—Tides in the approaches rise about 4.2m

at springs and 3.3m at neaps.

4.28 Depth—Limitations.—The harbor is tidal and dries at LW.

There is 482m of total commercial quayage, with depths

alongside of 4.7m at HWS and 3.7m at HWN. In addition,

there is 158m of berthage for fishing vessels. Vessels up to

3,270 dwt and 99m in length can be accommodated, with drafts

up to 4.5m at HWS and up to 3.6m at HWN.

4.28 Aspect.—Whitstable Street Lighted Buoy is moored 2 miles

N of the harbor. Whitstable Street is an ancient causeway, part

of a submerged town, which is now a hard drying ridge. It

extends 1 mile N from the shore, close E of the town. Vessels

should approach the port on a SSE course, and then shape a

course for the sector light, which leads into the harbor.

4.28 A church, with a square tower surmounted by a flagstaff,

stands 0.7 mile SE of the harbor entrance and is prominent. A

mill and a silo, both conspicuous, stand 1 mile S and at the N

side, respectively, of the harbor.

4.28 Pilotage.—Pilotage is compulsory for vessels of 50m in

length and over. Pilots are provided by the Medway Vessel

Traffic Service (see pareagraph 5.19) and board, as follows:

1. Vessels over 80m in length—In position 51°25'N,

1°30'E, between NE Spit Lighted Buoy and Elbow Lighted

Buoy (see NE Spit pilot station under the Thames Estuary in

paragraph 5.19).

2. Vessels between 50m and 80m in length—At Whitstable Lighted Buoy (51°23.9'N., 1°01.6'E.).

4.28 Vessels should send a request for pilotage and an ETA to the

Medway Vessel Traffic Service at least 24 hours in advance.

Vessels should also send an ETA to the port 12 hours in advance. for further information see pilotage for the Thames

Estuary in paragraph 4.1. 

4.28 Anchorage.—Vessels can anchor off Whitstable and the E

entrance of The Swale. The best berths are in depths of 3 to

5m, mud, 2.5 miles N of the harbor or, in depths of 3.5 to 5m,

3.7 miles NE of the harbor.

4.29 Inshore Passage.—South Channel (51°24'N.,

1°21'E.), which includes Margate Road, is of little use except

for vessels of light draft. It lies between Margate Sand, on the

N side, and the shoals fringing the mainland coast, on the S

side. There are depths of over 6m as far W as Cliff End Banks,

where there is a tendency for a bar to form. Shoaling has also

been reported within this channel. Cliff End Banks, with a least

depth 4.2m, consists of patches which extend across the channel, 3.5 miles W of Margate.

4.29 Vessels can anchor, in a depth of 12m, sand and mud, in the

narrow part of South Channel; the best berth, partially protected from N, is 2.3 miles WNW of Margate.

4.29 Gore Channel (51°24'N., 1°15'E.), a continuation of South

Channel, lies between Margate Hook, on its N side, and the

shoals fringing the coast, on its S side. Margate Hook, which

dries, is marked by a beacon and a pocket, with depths of up to

14m, lies close off its S side. At the W end of Gore Channel,

there are depths of 2.7 to 4.3m and isolated shoal patches, with

depths of 1.5 and 1.8m.

4.29 Horse Channel (51°25'N., 1°10'E.), which is marked, leads

WNW from Gore Channel and has a least depth of 2.2m.

The Reculvers (towers)
100 Sector 4. England—The Thames Estuary 

Pub. 192

Copperas Channel, on the S side of Horse Channel, has a least

depth of 1.8m and is unmarked.

4.29 Small vessels can anchor, in a depth of 7m, in Gore Channel,

about 0.4 mile off the S side of Margate Hook.

4.29 Four Fathoms Channel (51°26'N., 0°58'E.) is the name

given to the passage which leads across Kentish Flats to The

Cant. It is now charted (1990) as lying between Spaniard and

Middle Sand, and a position S of Spile (51°27'N., 0°57'E.).

There is a least charted depth of 2.1m in this channel and the

name, Four Fathoms, is no longer applicable, as there is now

only a depth of 7.3m at HWS.

4.29 Middle Sand, lying 5 miles NNW of Whitstable, dries 0.6m

and is marked by a beacon. S pile, which dries, lies about 2

miles farther W. East Spaniard, lying 4.5 miles N of Whitstable, dries, and Spaniard, about 1.7 miles W of East Spaniard, has a depth of 1.8m.

4.29 Overland Passage (51°25'N., 1°03'E.) extends from the W

end of Horse Channel in a WNW direction across Kentish Flats

to Four Fathoms Channel and through The Cant. The passage,

which has a least depth of 2.4m, leads between East Spaniard,

Spaniard, and Spile, on its N side, and the shoals extending

from the Isle of Sheppey, on its S side.

4.29 Caution.—Numerous wrecks and obstructions lying in the

vicinity of Overland Passage may best be seen on the chart.

4.30 Isle of Sheppey (51°24'N., 0°53'E.), located at the

SW end of the Thames Estuary, is separated from the N coast

of Kent by The Swale. The SE and NW parts of the island are

low. Its S side is also low, with the exception of the elevations

around the villages of Harty and Elmley. The N part of the

island is the highest and rises to height of over 70m midway

along its coast.

4.30 Shell Ness (51°22'N., 0°57'E.), the SE extremity of the

island, is located 3 miles W of Whitstable and forms the NW

entrance point of The Swale. Leysdown, a village and resort

camp, stands 1.8 miles NW of this point and is prominent. A

conspicuous church stands 0.5 mile W of the village.

4.30 Warden Point (51°25'N., 0°54'E.), formed by a steep clay

cliff, is located 3 miles NW of Shell Ness and is 46m high. The

coast between is low and fringed by an extensive mud and sand

bank, which dries up to 2.4m.

4.30 Minster, a small town, stands 3.5 miles W of Warden Point.

The coast between consists of clay cliffs, 6 to 48m high. An

abbey, surmounted by a spire, stands in the town and is the

most conspicuous object on the island, being visible from all

directions.

4.30 Numerous wrecks and obstructions extend up to 1 mile from

the shore in the vicinity of Minster and are marked seaward by

a buoy.

4.30 The Cant, an extensive shoal area, lies off the Isle of Sheppey, between Warden Point and Garrison Point. The N edge of

this shoal area, which is be seen on the chart, is steep-to.

4.30 The Swale (51°22'N., 0°57'E.), a narrow and tortuous channel, separates the Isle of Sheppey from the coast of Kent and is

about 12 miles long. Its entrances are known as East Swale and

West Swale. West Swale is described in paragraph 5.21.

4.30 East Swale (51°22'N., 0°57'E.) is approached between

Columbine Spit and Pollard Spit. The former, lying on the N

side of the entrance, dries and extends about 2 miles NE from

Shell Ness. Pollard Spit, which also dries, extends about 2

miles N from the coast of Kent and forms the W side of the

approach to Whitstable.

4.30 The entrance channel is marked by lighted buoys, beacons,

and buoys which are moved as necessary. Vessels should stay

in the fairway channel as it is bounded, on each side, by oyster

beds. Local knowledge is advisable and vessels should not

attempt this passage at night. There are several facilities for

yachts and pleasure craft within the East Swale.

4.30 Garrison Point (51°27'N., 0°45'E.), the NW extremity of

the Isle of Sheppey, is located 3 miles WNW of Minster and

described in paragraph 5.19.

4.30 The Nore (51°29'N., 0°51'E.) is a name frequently used to

refer to the area lying N of the Isle of Sheppey, where The

Warp leads into the approach channels for the River Medway

and Sea Reach. 
Pub. 192

5. England—The River Thames

5.0Additional chart coverage may be found in NGA/DLIS Catalog of Maps, Charts, and Related Products (Unlimited Distribution).

SECTOR 5 — CHART INFORMATION
103

Pub. 192

SECTOR 5 

ENGLAND—THE RIVER THAMES

5.0 Plan.—This sector describes the River Thames from its

entrance at The Nore to London Bridge. Also included within

this sector is a description of the River Medway and the Port of

Chatham. The general descriptive sequence is from seaward.

General Remarks

5.1 The River Thames, the most important though not the

largest river in Great Britain, rises from three sources which

unite near Lechlade (51°42'N., 1°41'W.), where the counties of

Gloucester, Wiltshire, Berkshire, and Oxfordshire border on

each other. Then, in a winding course and receiving several

tributaries, the river takes a general E direction for about 180

statute miles to its estuary at The Nore (see Note), about 42

nautical miles below London Bridge, where it unites with the

River Medway. The river is about 240m wide at London

Bridge, 450m wide at Woolwich, and 1,300m wide at Gravesend.

5.1 The Thames, from London to The Nore, is in many places

retained within its present limits by embankments. The surface

of the river at HW is often up to 1m higher than the surrounding countryside.

5.1 A dredged and buoyed channel leads from The Nore to

London Bridge. The least charted depths are stated with the description of each section of the fairway; however, these depths

may vary. The Port Control Center (London VTS) will provide

the latest information on depths within the river channels.

5.1 Between Gravesend and Tower Bridge (51°30'N., 0°04'W.),

the only obstructions in the main fairway are the Thames Tidal

Barrier in Woolwich Reach, where traffic is controlled, and the

Queen Elizabeth II Bridge, which spans the river 10 miles

below the barrier. Between Tower Bridge and Richmond

Bridge, situated 14.5 miles upstream at the limit of tidal navigation, the river is spanned by 28 fixed bridges.

5.1 The Port of London (51°27'N., 0°21'E.) (World Port Index

No. 31470) comprises all tidal waters of the River Thames and

Tilbury Docks, excluding that part of the estuary under the

jurisdiction of the Medway Ports Authority. 

5.1 Note.—The Nore (51°29'N., 0°51'E.) is a name frequently

used to refer to the area lying N of the Isle of Sheppey where

The Warp leads into the approach channels for the River Medway and Sea Reach.

5.1 Tides—Currents.—Tides at Tilbury rise about 6.4m at

springs and 5.3m at neaps.

5.1 Tides at Woolwich rise about 6.4m at springs and 5.4m at

neaps. Tides at London Bridge rise about 7.1m at springs and

5.9m at neaps.

5.1 In the River Thames and the River Medway, the sea level is

raised by strong and long continued N and NW winds; the

opposite effect is caused by strong and long continued SSE and

S winds.

5.1 Both the duration and the velocity of the ebb tidal current are

increased during and after heavy rain; the flood current is

correspondingly reduced.

5.1 At all bends in the river channel, the tidal currents, both on

the ebb and the flood, set towards the outer bank; the current is

weak and eddies may form behind the point on the inner sides

of the bends.

5.1 In Sea Reach, the flood current is reported to attain a

velocity up to 3 knots at springs and the ebb current up to 3.5

knots. 

5.1 Pilotage.—See Pilotage for the Thames Estuary in paragraph 4.1.

5.1 Regulations.—A mandatory Vessel Traffic Service (VTS)

operates in the approaches to the Port of London. The VTS

Area extends seaward from Teddington Lock (51°25.9'N.,

0°19.5'W.), at the W end, to the Sunk Inner Precautionary Area

to the N, to the South Knock and Falls Reporting Points to the

E and NE, and to the Goodwin Reporting Point to the SE. This

system consists of three VTS Sectors and is operated from the

following two Control Centers:

1. Port Control Center (call sign: London VTS) is

located at Gravesend. It can be contacted by telephone at +44

(0)1474 560311 and by e-mail (see paragraph 4.1). This

center provides a traffic organization service for the following VTS Sectors: 

a. Estuary Sector, which extends from the seaward

limit of the VTS Area to Sea Reach Lighted Buoy No. 4

(51°29.6'N., 0°44.2'E.). Vessels navigating in this Sector

should use VHF channels 69 (main), 18 (secondary), and

16 or 67 (in an emergency).

b. River Sector, which extends from Sea Reach

Lighted Buoy No. 4 to Crayford Ness (51°29.9'N.,

0°12.7'E.). Vessels navigating in this Sector should use

VHF channels 68 (main), 18 (secondary), and 16 or 67 (in

an emergency).

2. Thames Barrier Navigation Center (call sign: London

VTS) is located at Woolwich. It can be contacted by telephone at 44-20-88550315. This center provides a traffic organization service for the Barrier Sector, which extends from

Crayford Ness to Teddington Lock (51°25.9'N., 0°19.5'W.).

Vessels navigating in this Sector should use VHF channels

14 (main), 22 (secondary), and 16 or 67 (in an emergency).

5.1 All vessels over 50 grt or over 40m in length are designated as

Reporting Vessels.

5.1 Vessels over 20m in length and vessels certified to carry

more than 12 passengers, which are not Reporting Vessels, are

required to maintain a continuous VHF listening watch.

5.1 Pleasure craft are encouraged to participate.

5.1 For VTS procedures in the Thames Estuary and details of

Reporting Points located between the outer limits of the

London VTS Area and Sea Reach Lighted Buoy No. 4

(51°29.6'N., 0°44.3'E.), see Regulations in paragraph 4.1.

5.1 All Reporting Vessels are required to report to the Port

Control Center (London VTS) on VHF channel 68 when

passing the following points:

1. Sea Reach No. 4 Lighted Buoy (51°29.6'N.,

0°44.3'E.) (frequency change).
104 Sector 5. England—The River Thames 

Pub. 192

2. Sea Reach No. 7 Lighted Buoy (51°30.1'N.,

0°36.8'E.).

3. Shommead (51°27.3'N., 0°26.4'E.).

4. Gravesend (51°26.9'N., 0°22.6'E.) (inbound only).

5. Tilburyness (51°27.1'N., 0°20.0'E.) (outbound only).

6. West Thurrock Power Station (51°27.9'N., 0°17.7'E.).

5.1 All Reporting Vessels are required to inform the Thames

Barrier Navigation Center (London VTS) on VHF channel 14

when passing the Reporting Points listed below. In addition,

reports are mandatory for all vessels equipped with VHF,

irrespective of size, which intend to navigate through or within

the Thames Barrier Control Zone. This latter zone extends

between Margaret Ness (51°°30.5'N., 0°05.5'E.) and Blackwall

Point (51°30.3'N., 0°00.2'E.). The Reporting Points are, as follows:

1. Crayford Ness (51°29.1'N., 0°12.6'E.) (frequency

change)—Inbound and outbound, mandatory only for inbound Reporting Vessels intending to enter the Thames

Barrier Control Zone. Vessels must report ETA at the Barrier

or at a destination within the zone if not passing through the

Barrier (see Note 1). 

2. Ford Motor Works Dagenham (51°30.5'N.,

0°09.6'E.)—Inbound and outbound, mandatory for Reporting Vessels only.

3. Margaret Ness (51°30.5'N., 0°05.5'E.)—Inbound

only, mandatory for all vessels equipped with VHF. Vessels

must request clearance to enter the Barrier Zone (see Note 2

and Note 3).

4. Blackwall Point (51°30.3'N., 0°00.0'E.)—Outbound

only, mandatory for all vessels equipped with VHF. Vessels

must confirm ETA at the Barrier given at London Bridge and

request clearance to enter the Barrier Zone (see Notes 2 and

3).

5. Surrey Entrance, Wapping (51°30.3'N., 0°03.1'W.)—

Inbound only, mandatory for Reporting Vessels only.

6. London Bridge (51°30.5'N., 0°05.0'W.)—Outbound

only, mandatory only for Reporting Vessels intending to

enter the Thames Barrier Control Zone. Vessels must report

ETA at the Barrier or at a destination within the zone if not

passing through the Barrier (see Note 1 and Note 4).

5.1 Note 1.—Reporting Vessels leaving berths or locks between

Crayford Ness and Margaret Ness (inbound) and between

London Bridge and Blackwall Point (outbound) must report

ETA at the Barrier or destination 30 minutes before entering

the zone.

5.1 Note 2.—All vessels equipped with VHF leaving berths or

locks within the Barrier Control Zone must report 30 minutes

before departing the berth or lock and again immediately prior

to leaving. Permission to proceed must be requested.

5.1 Note 3.—Span allocation will be given, along with clearance

to enter the Barrier Control Zone.

5.1 Note 4.—All Reporting Vessels navigating between Tower

Bridge (51°30.3'N., 0°04.5'W.) and Wandsworth Bridge are

required to carry an electronic keying device to activate the isophase lights on these bridges. Such vessels should use the

bridge arches displaying these lights. Reporting Vessels not

fitted with a keying device or experiencing technical difficulties should contact London VTS.

5.1 Information broadcasts made by London VTS (Thames

Barrier Navigation Center) include details of the bridge spans

that are open for navigation. Notification of actual or intended

closure of the Thames Barrier will be included when appropriate (see paragraph 4.1).

5.1 The area between Bulls Point (Gallions Point) (51°30.0'N.,

0°05.4'E.) and Ware Point, 0.6 mile NE, encompasses the London City Airport glide path. All vessels, including pontoons

carrying mobile cranes, having an air draft of 45m or more and

intending to navigate between Bulls Point and Ware Point are

required to give 24 hours notice to London VTS. 

5.1 Restrictions for overtaking exist above Tilburyness and at

any time a large vessel or vessel carrying dangerous cargo is

involved. In such circumstances, vessels must obtain clearance

for overtaking from the appropriate control station.

5.1 Vessels, with an air draft over 45m, intending to pass under

the Queen Elizabeth II Bridge, should contact the Port Control

London (London VTS) in advance so that the lights indicating

Tall Ships Navigation Channel can be switched on. This bridge

spans Long Reach (51°28'N., 0°15'E.) and has a vertical clearance of 54m (see paragraph 5.9).

5.1 It is mandatory for certain vessels to be equipped with AIS

transponders when navigating above Victoria Deep Water

Terminal (see paragraph 5.14). Such vessels include those

more than 40m in length, vessels over 50 grt (other than

pleasure craft exceding 50 grt but under 40m in length), tugs

engaged in towing or about to tow one or more vessels,

passenger vessels, and vessels carrying pollutants in bulk. AIS

equipment may be loaned to vessels temporarily navigating in

this area. For further information, vessels should contact the

Port of London Authority (London VTS). 

5.1 Additional regulations are in force for vessels navigating in

the River Thames and vessels are advised to acquire a copy of

the Port of London River Bylaws.

5.1 Anchorages.—Designated anchorages within the River

Thames are, as follows:

1. Great Nore (51°28’N., 0°49’E.), unlimited stay,

ocean-going vessels. This anchorage is exposed to E and

NW gales, which when combined with the tidal currents,

cause a considerable sea. The best berth lies in depths of 14

to 16m, mud and sand, about 3 miles NE of Garrison Point.

2. Southend Small Ship (51°31'N., 0°44'E.), unlimited

stay.

3. Leigh Small Ship (51°31'N., 0°41'E.), unlimited stay.

4. Yantlet Small Ship (51°30'N., 0°40'E.), unlimited

stay.

5. Thames Haven Anchorage (51°30'N., 0°30'E.),

tankers only, limited to a 12-hour stay.

6. Mucking (51°29'N., 0°27'E.), explosives in emergency only.

7. Highham Bight (51°27'N., 0°26'E.), unlimited stay,

ocean-going vessels.

8. Gravesend Lower (51°27’N., 0°24’E.), ocean-going

vessels, limited to a 12-hour stay.

9. Gravesend Upper (51°27’N., 0°22’E.), ocean-going

vessels, limited to a 12-hour stay.

10. St. Clement (51°28'N., 0°18'E.), ocean-going vessels,

limited to 12-hour stay.

11. Long Reach (51°27’N., 0°15’E.), ocean-going

vessels, limited to a 12-hour stay.

12. Off Greenhithe (51°27'N., 0°17'E.) and in the river

above Long Reach, there are several anchorages, indicated
Sector 5. England—The River Thames 105

Pub. 192

on the chart, where vessels may stay for not more than 2

hours.

5.1 For further information, see Anchorage under the Thames

Estuary in paragraph 4.1.

5.1 Caution.—A Precautionary Area, the limits of which are

shown on the chart, extends E from the vicinity of Sea Reach

No. 1 Lighted Buoy and into Oaze Deep. Vessels entering this

area should do so with extreme caution as large deep-draft

vessels, with limited maneuverability, and other crossing

traffic, may be encountered. In addition, anchoring within this

area is prohibited.

5.1 Several submarine gas pipelines lie across the river channel

and may best be seen on the chart.

5.1 Several submarine cables lie across the river channel and

may best be seen on the chart.

5.1 Ferries cross the river channel at several points and may best

be seen on the chart.

5.1 Several foul and spoil ground areas lie within the river

adjacent to the fairway and may best be seen on the chart.

5.1 Dredging is periodically carried out within the river

channels; information on the latest depths should be obtained

from Port Control London or Woolwich Radio.

Sea Reach to London Bridge

5.2 Sea Reach (51°29'N., 0°48'E.), at the entrance to the

river, extends W for 12 miles from its entrance abreast Shoebury Ness to Lower Hope Point (51°29'N., 0°28'E.). It varies in

width from about 4 miles at its E end to about 1 mile at its W

end. However, the width of the navigable channel is reduced by

sand banks and mud flats, which dry and extend from the shore

on both sides of the river.

A major oil facility complex is situated at the NW end of this

reach and includes Canvey Island, Holehaven, Coryton, and

Thameshaven. This complex is commonly referred to in its

entirety as “Shell Haven.”

5.2 Yantlet Dredged Channel is entered from The Warp or Oaze

Deep and leads through Sea Reach. It has depths of 12.5m at its

E end and 10m at its W end.

5.2 Leigh Channel, lying N of Yantlet Dredged Channel, leads

W and WNW from The Warp to the promenade pier which

extends S from Southend on Sea. This channel, which is not

marked, lies between Southend Mud Flat and Leigh Middle

and narrows at its W end. Ray Gut, with depths of 0.3 to 4m,

leads from the W end of Leigh Channel to Leigh on Sea,

situated 2.4 miles W of Southend.

5.2 Southend on Sea, situated 2.5 miles WNW of Shoebury

Ness, is a resort town which is partly built on elevated ground

and faced with cliffs. A promenade pier, which has a depth of

5.5m alongside its head, extends 1.4 miles S from about the

middle of the town and is prominent. A conspicuous hotel

stands near the root of the pier.

5.2 The coast between Southend and Leigh consists of cliffs, but

they are not conspicuous because of the buildings. Leigh, a

yachting and fishing boat center, stands on the side of a hill. A

prominent water tower stands 3 miles W of the town.

5.2 Canvey Island, located 5 miles W of Southend, is low,

marshy, and embanked. The coast between Southend and

Scar’s Elbow, the S extremity of the island, is fronted by

Southend Mud Flat, Leigh Sand, Marsh End Sand, and Chapman Sand, which dry 0.3 to 4.9m. Flares from burning gases

are visible at numerous chimneys, which stand about 0.5 mile

N of the various oil jetties.

5.3 Isle of Grain (51°27'N., 0°42'E.), located on the S

side of Sea Reach, is part of the main coast, and is low, flat, and

embanked. Grain stands on its E end and Yantlet Creek empties

into the river, 2 miles NW of this village. London Stone, a

monument, and a beacon stand on either side of the entrance to

the creek.

5.3 Prominent landmarks in this vicinity include the buildings of

Whitehouse Farm and White Hall Farm near Grain; the water

tower at Windhill Green, 3.2 miles WNW of Grain; and Lees

Tower, standing on the coast, 1 mile NNW of Grain.

5.3 Conspicuous landmarks include the church tower at St.

Mary’s Hoo, 4.5 miles W of Grain, and the chimney, 244m

high, standing at the power station, 0.5 mile SSW of Grain.

5.3 The N shore of the Isle of Grain is fronted by Grain Spit,

Yantlet Flats, and Blyth Sands, which dry 0.3 to 3.6m and

extend up to 0.7 mile offshore. Nore Sand, marked by a lighted

buoy, lies 1.6 miles NE of Grain. This bank has a least depth of

2.5m and is separated from Grain Spit by a swatchway.

5.3 For a description of the terminals located at the S side of the

Isle of Grain, see paragraph 5.23. 

5.3 Canvey Island Terminal (51°31'N., 0°34'E.), which includes Holehaven, consists of five main berthing jetties extending from the S side of Canvey Island, with facilities for oil and

gas tankers. Tankers up to 200m in length and gas carriers up to

300m in length, with drafts up to 11m, can be accommodated

alongside.

5.3 Coryton Oil Terminal (51°31'N., 0°32'E.) is situated close

W of Canvey Island Terminal and consists of five main berthing jetties, with depths up to 14m alongside. Vessels up to

310,000 dwt, 366m in length, and 13.7m draft can be accommodated alongside.

Thameshaven (Shell Haven) (51°31'N., 0°29'E.) is situated

about 1.5 miles W of Coryton Terminal and consists of four

main berthing jetties. Vessels up to 335m in length and 14.6m

draft can be accommodated alongside.

5.3 It is reported (2002) that this terminal is no longer in use and

is being developed into a container facility. Demolition and

construction work are being carried out in the vicinity of this

terminal.

5.3 Signals.—Traffic warning signal lights are shown from two

stations situated in the vicinity of the above oil and gas

terminals, and are visible both up and down the river. These

powerful flashing white lights are shown by day and at night to

warn shipping that the fairway may be obstructed by tankers of

over 7,500 grt, berthing or unberthing. Both sets of lights are

operated simultaneously and are shown from the time a tanker

passes Sea Reach No. 6 Lighted Buoy until the vessel is

berthed. When such tankers are leaving, the lights are shown

from 15 minutes before departure until the vessel is steady on a

course down the authorized channel.

5.3 Caution.—Vessels must exercise caution when navigating in

the vicinity of the refineries at Coryton, Canvey Island, and

Thameshaven. All vessels must maintain a minimum separation of 60m from berthed tankers or jetties serving the

refineries.
106 Sector 5. England—The River Thames 

Pub. 192

5.4 Lower Hope Reach (51°28'N., 0°27'E.) extends SW

for 3 miles from Lower Hope Point, at the SW end of Sea

Reach, to Coal House Point. Its W bank is fronted by Mucking

Flats and Ovens Flat, which both dry. The fairway channel has

a least charted depth of 9.1m.

5.4 Three wharves are situated on the E side of Lower Hope

Reach. Alpha Jetty, an ore berth, is 149m long and has a depth

of 9.1m alongside. Jet Jetty, an oil berth, has a depth of 13.3m

alongside. Clubb Jetty, situated at the S end, is an ore berth. It

is 100m long and has a depth of 8m alongside.

5.4 Regulations.—A night petroleum limit line has been established in the vicinity of Coalhouse Point and is indicated on the

chart. Ocean-going tankers may not proceed further upriver

than this limit line at night.

5.5 Gravesend Reach (51°27'N., 0°23'E.) extends for 3.5

miles between Coal House Point and Tilbury Ness. Its N shore

is embanked and fringed by a mud flat which dries. The

fairway channel has a least charted depth of 7.6m.

5.5 Gravesend (51°27'N., 0°22'E.) (World Port Index No.

31420) stands on the S bank of this reach, 22.7 miles below

London Bridge. This town is built on the declivity of a hill

sloping down to the river and is fronted by the Royal Terrace

Pier. The Port of London Harbor Master’s Office and the

London (Pilotage) Port Control Center stand near the root of

the pier. See Pilotage for the River Thames in paragraph 4.1.

5.5 Conspicuous landmarks in this vicinity include two chimneys, 167m high, standing at Tilbury Power Station, 1.5 miles

W of Coal House Point (51°27.6'N., 0°25.8'E.); and a chimney

standing at the cement works 0.3 mile W of Bowaters Wharf.

5.5 The principal wharves on the S side of the reach are Denton

Wharf, which is situated E of Gravesend, and Imperial Wharf;

Red Lion Wharf; Bowater Northfleet Terminal Wharf; Bevans

Wharf; and Bevans Jetty, which are situated W of Gravesend.

5.5 Denton Wharf is 145m long and has a depth of 5m alongside. Imperial Wharf provides two berths, 91m and 92m long,

with a depth of 9m alongside. Red Lion Wharf is 240m long

and has a depth of 7m alongside. Bowater Northfleet Terminal

Wharf is 188m long and has a depth of 9.7m alongside. Bevans

Wharf is 299m long and has a depth of 13m alongside. Bevans

Jetty is 175m long and has a depth of 9m alongside.

5.5 The principal wharves on the N side of the reach are Tilbury

Power Station Jetty; and London Cruise Terminal, which

includes a ro-ro berth at its W end. London Cruise Terminal

Wharf (51°27'N., 0°22'E.) is 343m long and has a depth 9.5m

of alongside. It can handle vessels up to 200m in length and

10m draft at HW.

5.6 Northfleet Hope Reach (51°28'N., 0°20'E.) extends

for 1.5 miles between Tilbury Ness and Broadness. Both its

banks are low, marshy, and fringed by mud flats. The fairway

has a least charted depth of 9m.

5.6 A conspicuous church, with a square tower and a pyramidal

spire, stands in the town of Grays, at the NE end of the reach.

Several conspicuous cranes stand at the container berths situated at the E side of the reach.

5.6 The principal wharf on the W side of this reach is Tower

Wharf. It is 198m long and has a depth of 11.5m alongside.

Vessels up to 40,000 dwt, 200m in length, and 10.5m draft can

be handled.

5.7 Tilbury Docks (51°27.3'N., 0°20.8'E.), a wet dock

complex, is situated at the SE end of this reach and provides 45

berths. It is entered through a lock, 304.8m long and 33.5m

wide, which has a depth of 7.3m over the sill. The berths have

depths of 10.8 to 11.6m alongside. Vessels up to 262m in

length, 32.3m beam, and 11.4m draft can be accommodated.

There are extensive facilities for timber, container, bulk, and

ro-ro vessels within the complex.

5.7 Dredging is frequently carried out in the approach to the lock

and the latest information on depths should be obtained from

London VTS. Vessels can contact the Tilbury Dock Entrance

Station on VHF channel 4 to obtain berthing instructions.

5.7 Northfleet Hope Container Terminal is situated on the E side

of the reach, close N of the entrance to Tilbury Docks. The

riverside quay is 611m long and has depths of 11.5 to 13m

alongside. It can accommodate vessels up to 40,000 dwt.

5.7 Tilbury Grain Terminal is situated on the E side of the reach,

0.4 mile N of the container terminal. The main berth is 275m

long and has a depth of 12.8m alongside. It can accommodate

vessels up to 83,000 dwt.

5.8 St. Clement’s Reach (Fiddler’s Reach) (51°28'N.,

0°18'E.) extends for 1.5 miles between Broadness and Stone

Gravesend (pilot station)

Tilbury Wet Docks
Sector 5. England—The River Thames 107

Pub. 192

Ness. Both of its banks are low, marshy, embanked, and fringed

by mud flats. The fairway has a least charted depth of 8.6m.

5.8 An overhead power cable, with a vertical clearance of 76m,

spans this reach 0.5 mile WSW of Broadness. It extends between two framework towers, 193 and 194m high, which are

conspicuous. It is reported that this power cable appears as a

contact on radar and may cause some confusion.

5.8 On the N side, two conspicuous chimneys 152m high, stand

at a power station, close NW of the overhead cable tower. On

the S side, several conspicuous chimneys, the highest with a

height of 76m, stand at a cement works, about 1 mile SSW of

Broadness. A prominent radar tower, 15m high, and a prominent lattice mast, 55m high, stand about 0.2 mile SSE of

Broadness.

5.8 The principal wharves in this reach include White’s Jetty and

Empire Paper Mills’ Jetty, on the S bank, and Grays Terminal

and West Thurrock Jetty, on the N bank. Grays Terminal

consists of two oil jetties with depths of 11.3m alongside.

Tankers up to 228m in length and 10.6m draft can be handled.

West Thurrock Jetty has a berth, 291m long, with a depth of

6.1m alongside and can handle vessels up to 40,000 dwt.

5.9 Long Reach (51°28'N., 0°15'E.) extends for 3 miles

between Stone Ness and Crayford Ness. Both its banks are

fringed by mud flats, which dry up to 4m. The fairway has a

least charted depth of 8.2m.

5.9 The Queen Elizabeth II Bridge, with a vertical clearance of

54m, spans this reach, 0.9 mile above Stone Ness.

5.9 The ventilation towers of the Dartford-Purfleet Tunnel,

which lies under this reach, stand on both banks, about 1 mile

above Stone Ness. They are conspicuous, elongated, inverted,

cone-shaped structures.

5.9 A prominent radar tower, 23m high, and a prominent lattice

mast, 38m high, stand at Crayford Ness, on the S bank.

5.9 The principal wharves on the NE side include Van Ommeren

Tank Terminal, Van den Bergh Oils Jetty, Purfleet Thames

Terminal, and Esso Terminal.

5.9 Van Ommeren Tank Terminal (Vopak), situated below the

bridge, has thee berths and handles tankers and LPG vessels. It

has a depth of 10.5m alongside and can accommodate vessels

up to 228m in length and 11.2 draft at HW. Van den Bergh Oils

Jetty with a depth of 8.5m alongside and can handle vessels up

to 40,000 dwt and 200m in length. Purfleet Thames Terminal

has two ro-ro berths, each 200m long with a depth of 8m

alongside. Esso Terminal, consisting of two jetties, can handle

vessels up 8,000 dwt, 117m in length, and 6.9m draft.

5.9 The principal wharves on the SW side include Littlebrook

Power Station Jetty and Thames Europort Terminal. Thames

Europort Terminal is situated at the SE end of the reach and has

two ro-ro berths. It can accommodate vessels up to 236m in

length, 32.2m beam, and 11.5m draft.

5.9 Regulations.—Crayford Ness (51°29.9'N., 0°12.7'E.) forms

the boundary between the Barrier VTS Sector (Thames Barrier

Navigation Center, Woolwich) and the River VTS Sector (Port

Control Center, Gravesend). For further information, see Regulations in paragraphs 4.1 and 5.1.

5.9 Vessels with a masthead light exceeding 45m intending to

pass under the Queen Elizabeth II Bridge should contact Port

Contol London in advance so the lights indicating the Tall

Ships Navigation Channel can be switched on.

5.9 When an LPG vessel is discharging alongside the Van Ommeren Tank Terminal, an amber flashing light is shown from

the berth. All vessels pasing in the fairway must reduce speed

to 8 knots or less and remain at least 60m clear. 

5.10 Erith Rands Reach (51°29'N., 0°12'E.) extends W

for about 1 mile between Crayford Ness and Coldharbor Point.

The fairway has a least charted depth of 7.5m.

5.10 The town of Erith, with several church spires, is situated at

the SW side of this reach.

5.10 Erith Reach (51°30'N., 0°11'E.) extends N for 1.3 miles

between Coldharbor Point and Jenningtree Point. The fairway

has a least charted depth of 7.3m.

5.10 The conspicuous spire of a church stands at the SW side of

the reach, 0.7 mile W of Coldharbor Point. Rainham Creek,

located at the NE side of the reach, is closed to navigation by a

dam.

5.10 Halfway Reach (51°31'N., 0°09'E.) extends for 1.5 miles

between Jenningtree Point and Cross Ness (Leather Bottle

Point). The fairway has a least charted depth of 7m.

5.10 A conspicuous chimney, 38m high, stands 0.4 mile WNW of

Jenningtree Point. The prominent buildings of the Ford Motor

Works at Dagenham stand on the N side of the reach.

5.10 The principal wharf is the Ford Motor Works Jetty, which is

Northfleet Hope Container Terminal

Long Reach (The Queen Elizabeth II Bridge)
108 Sector 5. England—The River Thames 

Pub. 192

situated at the N side of the reach. It consists of a ro-ro berth,

241m long, with a depth of 6.4m alongside.

5.10 Barking Reach (51°31'N., 0°07'E.) extends for 1.5 miles

between Cross Ness and Margaret Ness or Tripcock Point. The

fairway has a least charted depth of 6.4m.

5.10 Barking Creek, which dries, is located at the NW end of the

reach. A tidal barrier spans the entrance to the creek and red

warning lights are shown when it is in the closed position.

5.10 Note.—Traffic warning lights for the Thames Tidal Barrier

are shown from both banks of the reach near its W end (see

paragraph 5.13).

5.10 Regulations.—A day petroleum limit line has been established at the W end of this reach and is indicated on the chart.

Ocean-going tankers carrying low flash products may not proceed above this limit line.

5.11 Gallions Reach (51°30'N., 0°05'E.) extends for 0.9

mile between Margaret Ness or Tripcock Point, and Gallions or

Bull’s Point. The fairway has a least depth of 6.1m.

5.11 Extensive gas works, with numerous buildings, tanks, and

chimneys, are situated on the NW side of this reach.

5.11 The Royal Docks, comprising King George V Dock, Albert

Dock, and Victoria Dock, are situated on the W side of the

reach and are closed to shipping. A STOL (Short Take Off and

Landing) airport is situated on the quay within these docks.

5.11 Caution.—The area between Gallions Point and Ware Point

encompasses the London City Airport glide path. All vessels,

including pontoons with mobile cranes embarked, having an

air draft of 30.5m or more intending to navigate between

Gallions Point and Ware Point must, at the earliest opportunity,

inform Woolwich Radio on VHF channel 14 or 16 of their intention. They must not enter the area until authorized to do so

by Woolwich Radio.

5.12 Woolwich Reach (51°30'N., 0°03'E.) extends for 2

miles between Gallions or Bull’s Point and Hook Ness. The

fairway has a least charted depth of 5.2m.

5.12 North Woolwich and Silvertown stand on the N bank; and

Woolwich and New Charlton extend along the S bank of the

reach. The Royal Arsenal Woolwich is situated at the SE end of

the reach.

5.12 A conspicuous radar tower, 43m high, stands near the NE

end of the reach on the ferry terminal jetty.

5.12 The principal wharf is Tate and Lyle Jetty, which is situated

on the N side of the reach close below the barrier. The berth is

161m long and has a depth of 10m alongside. Vessels up to

35,000 dwt, 190m in length, and 8.8m draft can be handled.

5.13 The Thames Tidal Barrier (51°30'N., 0°02'E.) is designed to protect the city and surrounding areas from flooding.

It consists of nine piers, numbered from N to S, between which

rotating gates can be operated to form a barrier when exceptionally high tides are expected. When in the open position, the

rotating gates lie flush with the river bed sills.

5.13 The spans between the piers are designated A to K (omitting

I) from S to N. Span A and Span H to Span K are crossed by

walkways and are not navigable. Span B and Span G, adjacent

to the fairway, are navigable but narrow, with only a charted

depth of 1.2m over the gate. The main navigation spans are

Span C, Span D, Span E, and Span F, which are each 61m wide

and have a charted depth of 5.8m over the gate. Traffic through

each span is one-way.

5.13 The Thames Barrier Control Zone extends from the vicinity

of Margaret Ness (51°30'N., 0°06'E.) to the vicinity of Blackwell Point (51°30'N., 0°03'E.).

5.13 Information about the spans in use and warning of the closure of the barrier are broadcast by London VTS on VHF channel 14. 

5.13 Regulations.—For regulations concerning navigation in the

vicinity of the Thames Barrier, see paragraph 5.1.

5.13 Extracts from the special restrictions include the following:

1. Vessels over 100m in length are required to secure a

tug forward before proceeding through the Barrier.

2. Vessels over 131m in length are required, in addition

to the first tug, to have a second tug in attendance.

Woolwich Reach—Tate and Lyle Jetty

Thames Tidal Barrier (passage open)

Thames Tidal Barrier
Sector 5. England—The River Thames 109

Pub. 192

3. Overtaking, anchoring, and maneuvering are prohibited in the vicinity of the Tidal Barrier between Woolwich

Ferry Terminal and Gulf Oil Island Jetty.

4. Navigation through the Tidal Barrier is forbidden in

visibility of less than 0.5 mile for vessels over 50m in length.

5.13 Signals.—Green lights, forming arrows, are situated on the

piers at each side of the spans. The arrows, when shown pointing inwards from each side, indicate that the span is in use and

clear for traffic.

5.13 Red lights, forming a St. Andrews cross (“X” shaped),

shown on each side of a span, indicate that the span is closed to

traffic either because a vessel is approaching from the other

direction or is closed completely.

5.13 During low visibility, high intensity direction lights are

shown, in addition to the green lights, from each side of the

spans in use.

5.13 Three red lights, in the form of a triangle pointing down, are

shown from the upriver and downriver sides of the walkways

above Span A, Span H, Span J, and Span K.

5.13 Racons are fitted to both ends of the main piers to assist in

identifying the navigable span during poor visibility. When

visibility is reduced to 1 mile or less, the racons on the piers

located at each side of the navigable span are switched on.

Warning lights are shown from notice boards on both sides of

the river at Thamesmead (51°30'N., 0°07'E.) and Blackwell

Point (51°30'N., 0°03'E.).

5.13 Yellow flashing lights indicate that vessels must proceed

with extreme caution as the Tidal Barrier is about to be closed.

5.13 Red flashing lights indicate that the Tidal Barrier is being

closed and all vessels should stop.

5.13 When visibility is reduced, a sound signal (Morse code K) is

emitted from the notice board sites. Vessels equipped with

VHF should contact the Thames Barrier Navigation Center

(London VTS); other vessels should stop and listen to the

loudhailer messages, which will be operated from the notice

board sites.

5.14 Bugsby’s Reach (51°30'N., 0°01'E.) is a small

section of the river, 0.8 mile long, lying between Hook Ness

and Blackwall Point, which is low. The fairway has a least

charted depth of 5.2m.

5.14 Greenwich Yacht Club moorings are laid off the W bank,

opposite Hook Ness. Bow Creek, leading to the River Lea, is

entered from the NE side of the reach. The conspicuous

Millenium Exhibition Dome (51°30.2'N., 0°00.2'E.) is situated

near Blackwall Point.

5.14 Blackwall Reach (51°30'N., 0°00'W.) extends for about 1

mile between Blackwall Point and the SE end of the Isle of

Dogs, which forms the W bank. The fairway has a least charted

depth of 4.7m.

5.14 East Greenwich is located along the E bank of this reach and

is connected to Blackwall, on the N bank, by two tunnels. The

Thames Tidal Barrier (from E)

Blackwall Point—Millenium Dome

Canary Wharf Tower (center)

Canary Wharf Tower and Millenium Dome from W
110 Sector 5. England—The River Thames 

Pub. 192

entrances to the former West India and Millwall Docks, which

are closed to shipping, are situated on the NW side of this

reach.

5.14 Canary Wharf Tower (51°30.3'N., 0°01.2'W.) is situated 0.8

mile W of Blackwall Point and is 244m high. This conspicuous

building, along with two others standing nearby, can be seen

from all directions.

5.14 The principal wharf is the Victoria Deep Water Terminal,

which lies at the E side of the reach. The berth is 259m long

and has a depth of 5.5m alongside (12.7m at HWS).

5.15 Greenwich Reach (51°29'N., 0°01'W.), about 1.3

miles long, is a horseshoe bend in the river which curves

around the S side of the Isle of Dogs. The fairway has a least

charted depth of 4.4m.

5.15 Cubitt Town and Millwall, consisting mostly of commercial

buildings, occupy the N bank of the reach; and Deptford and

Greenwich stand on the S bank. Greenwich Pier is situated

near the middle of the S side of the reach. The conspicuous

buildings of the National Maritime Museum and the former

Royal Naval College, stand close E of Greenwich Pier. A foot

tunnel, marked on each bank by a cupola, crosses the reach

close W of the pier.

5.15 The Cutty Sark, a prominent sailing vessel, is situated close

S of the pier. It was built in 1869 and is the only surviving tea

clipper. It is reported (2007) that the vessel’s masts have been

temporarily removed for restoration.

5.15 Deptford Creek, which is the mouth of the Ravensbourne

River, is entered at the SW end of the reach. The principal

wharf is Convoys Jetty, which is situated on the S side of the

reach. It has two ro-ro berths and can handle vessels up to

170m in length and 7.5m draft at HW. 

5.15 Greenwich Tier, a group of mooring buoys, is situated on the

S side of the reach off Deptford Creek and can be used by

cruise liners between 128m and 208m in length.

5.15 Note.—The Old Royal Observatory, no longer in use, stands

at an elevation of 44m about 0.5 mile SSE of Greenwich Pier,

behind the museum. The Prime Meridian, from which longitude throughout the world is measured, passes through here.

5.16 Limehouse Reach (51°30'N., 0°02'W.) extends N for

0.8 mile from Greenwich Reach and then curves W into Lower

Pool. The fairway has a least charted depth of 3.5m.

5.16 The former Surrey Commercial Docks at Rotherhithe, on the

W side of the reach, are closed and mostly filled in. Regents

Canal Dock is entered on the N side of the reach at the NW end

and connects with the inland waterways canal system.

5.16 Lower Pool (51°30'N., 0°03'W.), a reach 1 mile long, extends between the entrance to Regents Canal Dock, at the NW

end of Limehouse Reach, and Cherry Garden Pier, situated on

its SW side. The fairway has a charted depth of 4.3m.

5.16 The former London Docks, situated on the NW side of the

reach, are closed. Two tunnels cross the reach and are indicated

on the chart.

5.16 The principal wharf in this reach is Bellamy’s Wharf, on the

S side.

5.16 Upper Pool (51°30'N., 0°04'W.), a reach 1 mile long, extends between Cherry Garden Pier, at the SW end of Lower

Pool, and London Bridge. The fairway has a least charted

depth of 4.7m up to the “Belfast,” then less than 2m; outside

the fairway, the depths are considerably less.

5.16 St. Katharine Yacht Haven, the former St. Katharine Docks,

is entered through a lock situated on the N side of the reach.

Vessels up to 27m in length and 3.6m draft can be accommodated.

5.16 The conspicuous Tower of London stands on the N bank,

close above Tower Bridge. The cruiser “Belfast,” a warship

museum, is moored permanently off the S bank between Tower

Bridge and London Bridge.

5.16 London Bridge spans the river at the W end of Upper Pool

and has a vertical clearance of not less than 8m at its center

arch.

Maritime Museum and Old Royal Navy College

Cutty Sark

Greenwich—Old Royal Observatory
Sector 5. England—The River Thames 111

Pub. 192

5.16 Tower Bridge Lower Tier, a group of mooring buoys, is situated in the middle of the river close E of the bridge. These

buoys can be used by vessels between 55m and 160m in length.

When a vessel is moored here, all other vessels must pass on

the N side due to the presence of launches and service craft.

5.16 Tower Bridge Upper Tier, a group of mooring buoys, is situated abreast the cruiser “Belfast” and can accommodate vessels

up to 158m in length.

5.17 Tower Bridge (51°30'N., 0°04'E.) spans Upper Pool

about 0.6 mile above Cherry Garden Pier and has four towers;

the higher towers stand on piers in the river and are connected

by two fixed foot bridges, with a vertical clearance of 42.5m.

Two bascules, with a vertical clearance of 8.6m, carry the

roadway; these can be raised to a vertical position, leaving a

channel 61m wide.

5.17 Regulations.—Vessels intending to pass through the bridge

and needing the bascules to be opened are required to give 24

hours notice. This normally applies to vessels with an air draft

of more than 9.1m. Bookings for a bridge lift must be made in

writing, either by letter (Operations Manager, Main Office,

Tower Bridge, London SE1 2UP) or facsimile (44-207-

9408396). Failure to provide such notice may result in delays

to vessels. Bookings may be made by the vessel’s master,

owner, or agent. When a booking for the bascules to be lifted is

made, Tower Bridge will issue an Order Number and the lift

will be published in the Bridge Lift Program. This program is

distributed regularly by facsimile and e-mail to the various appropriate authorities, individuals, and agencies. 

5.17 Signals.—The following traffic signals are shown, both upstream and downstream, by day and at night, from the piers on

each side of the bascule bridge:

1. One red light indicates that the bridge is closed, being

closed, or being opened.

2. One green light indicates that the bridge is open.

5.17 If at any time the bascule bridge, from any unavoidable

cause, cannot be opened for the passage of vessels, a disc,

painted black and white in diagonal stripes, will be shown

close to each end of the bascule bridge; the disc is illuminated

at night and shown in addition to the above red light.

5.17 In restricted visibility, a high frequency repetitive note of

820 cycles per second will be transmitted for a period of about

10 seconds, followed by a silent period of the same duration.

This signal is given in addition to the above green light over a

Thames—Upper Pool

Upper Pool—The Tower of London

Cruiser “HMS Belfast” Warship Museum

Tower Bridge
112 Sector 5. England—The River Thames 

Pub. 192

loudhailer system from the N pier of the bridge, while the bascule bridge is open for river traffic.

5.17 If it is not possible, due to an electrical failure, to give the

above sound signal, hand-beaten gongs will be sounded every

30 seconds from the N pier while the bascule bridge is open for

transit.

5.17 Unless the signal for the failure of the bridge to open is

given, the bascule bridge will be opened in reduced visibility at

the ETA time. A sound signal (Morse code X) should be made

when the vessel concerned is ready and in position to pass

through.

5.17 The following navigational marks have been established to

assist vessels passing under the bridge:

1. A conspicuous white vertical stripe is situated on each

bascule at both sides of the bridge. There is a distance of

17m between each pair of stripes.

2. Headway gaugeboards are situated on the downriver

dolphin at Cherry Garden Pier and on the upriver dolphin at

Tower Pier, about 300m above the bridge. These boards indicate the tide level and amount of headway, in feet, below

and between the white vertical stripes on the bascules.

5.17 Caution.—There is a delay of about 2 minutes after the

bridge has been cleared of traffic before the bascules can commence to open.

5.17 Vessels are warned against anchoring within 45m of the

bridge piers because of the erosion of the river bed in the

vicinity.

5.18 In addition to the principal wharves listed above with

the reaches, numerous other wharves and jetties are situated on

both sides of the River Thames, between Gravesend Reach and

London Bridge. These wharves and jetties are owned and/or

operated by private manufacturing and service industries and

may best be seen on the chart. For information concerning the

depths alongside, vessels should contact the Port Control

Center London.

The River Thames winds in a general WSW direction for 14

miles between London Bridge and Richmond Bridge

(51°28'N., 0°18'W.), the limit of tidal navigation. This stretch

of river is spanned by 28 bridges, including those at London

and Richmond, with a minimum vertical clearance of 3.7m, at

Hammersmith Bridge (51°29'N., 0°14'W.). Depths in the fairway between London Bridge and Richmond Bridge are generally 2m or less, with some deeper patches in places.

The River Medway

5.19 The River Medway (51°26'N., 0°44'E.), which rises

in the county of Sussex, flows NE across the county of Kent

and passes Maidstone, Rochester, and Chatham. It is about 60

miles long and joins the River Thames between the Isle of

Sheppey, on the E side, and the Isle of Grain, on the W side.

Below Chatham, the river widens into an estuary which is intersected on either side by numerous creeks, their banks being

formed by low and marshy islands surrounded by mud flats.

5.19 The distance, following the winds of the river, from Garrison

Point (51°27'N., 0°45'E.) to Rochester Bridge (51°23'N.,

0°30'E.), the limit of navigation except for small craft, is 11.8

miles and there are 12 bends or reaches between these positions.

5.19 Depths—Limitations.—The approach channel to the River

Medway, which lies between Sheerness Middle Sand and the

edge of The Cant, has a least charted depth of 11m in the

dredged fairway. The river has depths of 12.8 to 21m as far as

Oakham Ness.

5.19 Aspect.—Medway Lighted Buoy, moored 5.5 miles ENE of

Garrisin Point, marks the seaward entrance of the buoyed

approach channel.

5.19 Garrison Point (51°27'N., 0°45'E.), the E entrance point of

the river, is rounded and formed of shingle. A conspicuous fort,

a radio mast, and a signal station stand on the point.

5.19 The W side of the entrance to the river is bordered by the E

side of the Isle of Grain. The landmarks on the NE part of the

isle are described with Sea Reach in paragraph 5.2.

5.19 Grain Tower, a conspicuous martello tower, stands off the E

side of the Isle of Grain, 0.5 mile NW of Garrison Point. Grain

Power Station, with a conspicuous chimney 244m high, stands

1.2 miles W of Garrison Point, on the SE part of the isle.

5.19 The fairway channel through the reaches is marked by

lighted buoys and beacons and, in places, indicated by lighted

ranges, which may best be seen on the chart.

5.19 Pilotage.—Information concerning pilotage through the

Thames Estuary is given in paragraph 4.1.

5.19 Pilotage for the River Medway is compulsory for vessels of

50m and over in length. Inbound vessels requiring a pilot

should send their ETA message to Medway Vessel Traffic

Service 24 hours and 8 hours in advance, including the pilot

boarding position, grt, length, draft, destination, and last port

of call. 

5.19 Any changes to the vessel’s ETA should be sent to Medway

Vessel Traffic Service or NE Spit Pilot Station. Vessels required to anchor with a pilot on board should send their ETA at

the anchorage to Medway Vessel Traffic Service as soon as

practicable. 

5.19 Vessels exempt from pilotage should send their ETA message 24 hours in advance including the vessel name; grt; length;

draft; destination; last port of call; and the name, initials, and

exemption certificate number of the master or first mate who

will be piloting the vessel.

5.19 Pilots board vessels with a draft of less than 6m between NE

Spit Lighted Buoy and Elbow Lighted Buoy. Pilots board

vessels with a draft of 6m or more about 3 miles E of Sunk

Light Vessel. For details of these pilot boarding positions, see

pilotage for the Thames Estuary in paragraph 4.1.

5.19 Vessels exempt from pilotage through the Outer Area of the

estuary can embark a pilot in the vicinity of Medway Lighted

Buoy (51°29'N., 0°53'E.), at the entrance to the approach

channel.

5.19 When a pilot vessel is not on station, information will be

broadcast by the appropriate pilot station or through Pilotage

Information Messages broadcast by coast radio stations. At

such times, vessels may request, from Port Control Center

London (London VTS), to embark or disembark the pilot at

Medway Lighted Buoy.

5.19 Regulations.—For procedures in the Thames Estuary, see

paragraph 4.1.

5.19 Regulations similar to those for the Port of London Authority are in force with respect to vessels carrying or loading

petroleum or dangerous cargo.
Sector 5. England—The River Thames 113

Pub. 192

5.19 The following are extracts from the River Medway By-laws:

1. No vessel shall navigate at a speed or in a manner

which might be expected to cause damage to any other vessel, buoy, moorings, or property within the River Medway

Port or Approach Area. No vessel shall exceed the speed of 6

knots when W of Folly Point, or 8 knots when in Queenborough Harbor between a line joining Swale Ness and

Queenborough Point, and a line extending W from Long

Point to the shore, or when S of Kingsferry Bridge.

2. Vessels carrying a greater quantity than 100 pounds of

any explosive or petroleum must fly a red flag at the masthead by day and show an all-around red light at the masthead

at night.

3. Between sunset and sunrise, vessels over 130m in

length navigating the buoyed channel must not pass or overtake any other vessels between No. 4 Lighted Buoy (51°

28'N., 0°50'E.) and a line extending W from Garrison Point.

5.19 For special regulations applying to LNG vessels proceeding

to Grain LNG Terminal, see paragraph 5.23. 

5.19 Vessel Traffic Service.—Medway Vessel Traffic Service

)Medway VTS) is operated by The Medway Ports Authority

and serves shipping in the river and its approaches. 

5.19 Inbound vessels over 50 grt or over 40m in length should

send an ETA to Medway VTS at least 24 hours in advance,

stating the quantity and nature of any dan-gerous cargo carried

or to be loaded. Vessels should then estab-lish contact with

Medway Vessel Traffic Service when within VHF range, but

not less than 2 hours 30 minutes before arrival at Medway

Lighted Buoy (51°28.8'N., 0°52.9'E.). Vessels should report

their name, nationality, last port of call, destination, draft, list if

any, if a pilot is required, and ETA at Medway Lighted Buoy.

5.19 Vessels must then notify Medway VTS not less than 1 hour

before the time they propose to navigate the port approach

area. Permission to proceed must be requested and received

immediately before navigation is due to commence. 

5.19 Inbound and outbound vessels over 50 grt or over 40m in

length must report to Medway VTS when passing the following reporting points:

1. Medway Lighted Buoy (also report to London VTS

on VHF channel 69).

2. Position 51°27.76'N, 0°47.17'E (between No. 8

Lighted Buoy and No. 10 Lighted Buoy). Outbound vessels

only (also report passing Richard Montgomery wreck to

London VTS on VHF channel 69). 

3. No. 12 Lighted Buoy (51°25.7'N., 0°40.3'E.).

4. Darnett Ness (51°24.4'N., 0°35.7'E.).

5. No. 32 Lighted Buoy (51°24.6'N., 0°32.1'E.).

6. Chatham Ness (51°23.2'N., 0°31.1'E.).

5.19 Vessels entering or leaving West Swale (see paragraph 5.21)

should report when approaching Medway Lighted Buoy and at

the following reporting points: 

1. Queenborough Spit Lighted Buoy (51°25.8'N.,

0°43.9'E.).

2. Long Point (51°24.9'N., 0°43.3'E.).

3. Kingsferry Bridge (51°23.4'N., 0°45.0'E.).

5.19 Within the river area, vessels should report when passing the

reporting points, before anchoring, and on berthing. In addition, vessels underway should keep a continuous listening

watch on VHF channel 74 (VHF channel 16 while at anchor). 

5.19 Outbound vessels or vessels shifting berth should report their

ETD and draft to Medway VTS at least 1 hour in advance and

immediately before commencement of the maneuver.

5.19 Medway VTS provides traffic, tidal, and general marine information. Radar advice is available on request. The service

will also pass berthing and/or anchorage information to vessels. 

5.19 Signals.—Traffic warning signals are shown from the signal

station at Garrison Point when the movements of vessels over

130m in length are about to take place and while they are in

progress. The warning signal consists of a powerful white light

flashing for 2 seconds every 7 seconds. The lights are visible

from seaward or from upriver depending on whether the vessel

is inbound or outbound. The signal is shown when a vessel is

underway in the buoyed channel between Medway Lighted

Buoy and Darnett Ness (51°24'N., 0°36'E.), and remains showing until the vessel has berthed or cleared the channel.

5.19 Anchorage.—Vessels may anchor for an unlimited period in

the anchorages established for vessels entering the River Medway. Information on berths within these anchorages should be

obtained from Medway VTS.

5.19 Little Nore Anchorage Area (51°27'N., 0°45'E.), situated 0.4

mile N of Garrison Point, lies close N of the approach channel.

Vessels using this anchorage must avoid swinging into the

fairway under the influence of wind or tide.

5.19 Sheerness Small Ships Anchorage is situated 1 mile NE of

Garrison Point and close SE of the channel.

5.19 Vessels anchored on either side of the approach channel may

not get underway or enter the channel without first informing

Medway VTS and ascertaining that it is safe to do so. 

5.19 Vessels awaiting the tide may also anchor in Kethole Reach

(51°25'N., 0°39'E.), clear of the fairway and the designated

foul area.

5.19 For additional anchorages, see paragraph 5.1.

5.19 Caution.—A prohibited area has been established around

the stranded wreck of the SS Richard Montgomery, which sunk

in 1944 and is filled with a cargo of dangerous explosives. The

wreck, which shows masts and superstructure at HW and is

marked by lighted buoys, lies 2 miles NE of Garrison Point and

close N of the main channel.

5.19 Several submarine cables cross the entrance channel and

reaches of the river and may best be seen on the chart.

5.19 Several yacht clubs, operating small craft piers and marinas,

are situated within the river. In addition, numerous small craft

moorings lie at the sides of the channel fairways.

Sheerness (51°27'N., 0°45'E.)

World Port Index No. 31370

5.20 Sheerness is located at the NW end of the Isle of

Sheppey; the port facilities extend S from Garrison Point.

5.20 Tides—Currents.—Tides at Sheerness rise about 5.8m at

springs and 4.7m at neaps.

5.20 The velocities of the tidal currents in the river vary between

about 2.5 knots at springs to 1.5 knots at neaps; however, the

velocities also vary considerably within each reach. The maximum velocity is generally encountered off Garrison Point

where, during the flood, eddies may be formed.
114 Sector 5. England—The River Thames 

Pub. 192

5.20 Depths—Limitations.—The entrance channel has a depth

of 11m. The port has a total of about 900m of quayage, which

provide six main berths. There are extensive facilities for reefer

fruit, ro-ro, automobile, and continental ferry vessels. Generally, vessels up to 230m in length and 11m draft can be accommodated.

5.20 Caution.—Extensive reclamation of an area located close S

of the port has been carried out.

West Swale

5.21 West Swale (51°25'N., 0°44'E.) is the W entrance of

The Swale, the narrow and tortuous channel which separates

the Idle of Sheppey from the coast of Kent. East Swale, the E

entrance to the channel, is described in paragraph 4.30.

5.21 The entrance channel, located 1.5 miles SSW of Garrison

Point, leads across Lapwell Bank and between The Lappel, on

its E side, and Queenborough Spit, on its W side. The channel

continues in a S direction for about 0.5 mile and then curves

NW for 0.5 mile before turning S again around Long Point.

This NW stretch is known as Loden Hope. From Long Point,

the channel continues in a SSE direction for 2 miles through

Long Reach and Horse Reach to Kingsferry Bridge.

5.21 Sector lights and lighted buoys mark the channel; however,

the best time for navigating is when the mud flats are visible.

5.21 Tides—Currents.—The tidal currents in The Swale are

subject to considerable variation. The incoming and outgoing

currents at both entrances are strongest soon after they begin,

but decrease as the banks cover. The greatest spring velocities,

about 3.5 knots, are attained near Kingsferry Bridge.

5.21 Depths—Limitations.—There is a least depth of 3.2m in

the approach channel which leads across Lapwell Bank. A

depth of 5.5m can be carried as far as West Point, located about

0.9 mile S of the entrance. There are depths of 3.3 to 5.5m near

the center of the fairway up to Long Point, 0.4 mile W of West

Point. The least depth in the fairway from Long Point, through

Long Reach and Horse Reach, to Kingsferry Bridge is reported

to be 3.2m. Between Kingsferry Bridge and Grovehust Coal

Jetty, about 0.3 mile NNW of Milton Creek, the least charted

depth in the fairway is reported to be 2.2m.

5.21 Pilotage.—Pilots for The Swale, including Ridham Dock,

are available and are provided by the River Medway Authority

at Garrison Point.

5.21 Caution.—The River Swale is an important ornithological

area and many parts, where landing is prohibited, are designated as Special Scientific Sites of Interest. 

5.21 Queenborough (51°25'N., 0°45'E.) stands on the W side of

the Isle of Sheppey at the E side of West Swale. The harbor,

which dries, is entered through The Creek, a buoyed narrow

channel. Small commercial vessels can be handled. In addition,

there are numerous yacht moorings on both sides of the harbor.

5.21 Washer Wharf, used for loading scrap metals, has a berth

110m long with a depth of 8m alongside at HWS.

5.21 Mooring buoys are also available adjacent to the fairway off

Queenborough.

5.22 The Kingsferry Bridge (51°23'N., 0°45'E.) spans

The Swale nearly 1.8 miles SSE of Long Point. The bridge has

a rising center span with a vertical clearance of 28m when fully

open. The maximum beam allowed through is 16.8m.

The A249 High Level Bridge, a new road bridge, spans The

Swale close NW of the Kingsferry Bridge and has a vertical

clearance of 29m, with a width of 75.5m between the main

piers.

5.22 Vessels can communicate with the Kingsferry Bridge Control by VHF. A directional light, which may best be seen on the

chart, indicates the fairway in the vicinity of the bridges.

5.22 Signals.—Control lights are exhibited from the two buttresses of the Kingsferry Bridge for both upstream and downstream traffic, as follows:

1. No lights shown indicates that the bridge is down.

2. Red and green quick flashing lights (vertically disposed) indicate that the center span is lifting.

3. A green fixed light indicates that the bridge is open.

4. A red quick flashing light indicates that the bridge is

unable to lift and vessels should keep clear.

5. The inner faces of the four buttresses are marked by

red fixed lights to indicate span width.

5.22 The center of the navigable passage below the A249 Bridge

is indicated by a pair of flashing white lights.

5.22 Caution.—A submarine cable and a submarine pipeline

cross the channel close SE of the bridge. Another submarine

cable crosses the channel 0.8 mile NW of the bridge.

5.22 Two overhead power cables, with vertical clearances of 30m,

span the channel close SE of the bridges.

Sheerness

The Kingsferry and A249 Bridges
Sector 5. England—The River Thames 115

Pub. 192

5.22 Ridham Dock (51°23'N., 0°46'E.), a small tidal basin, is situated on the SW side of The Swale, about 0.5 mile SE of the

Kingsferry Bridge. Vessels up to 102m in length, 16.8m beam,

and 6.7m draft can be accommodated. Vessels usually dock on

HW and take the soft mud ground at LW.

The River Medway (continued)

5.23 Saltpan Reach (51°26'N., 0°42'E.), the W continuation of the river from Sheerness, lies between the S side of the

Isle of Grain and the marshy outlines of Deadmans Island and

Burntwick Island.

5.23 The depths within this reach are somewhat irregular and vary

from 4.8 to 20m. An obstruction, lying near the middle of the

reach, has a least depth of 8.8m and is marked by a lighted

buoy.

5.23 It is reported that deep-water mooring buoys are situated in

the S part of this reach and are used by LASH vessels.

5.23 Thamesport (51°26'N., 0°42'E.) (World Port Index No.

31376), an extensive container terminal, is situated on the S

side of the Isle of Grain at the site of the former oil terminal.

The conspicuous gantry cranes standing on the wharf are visible from seaward. The terminal has 650m of berthage, with a

depth of 13.5m alongside. Large container vessels up to

115,000 dwt and 11m draft can be accommodated.

5.23 The former oil terminal has seven jetties. No. 1 Jetty and No.

2 Jetty are located at the W side of the container terminal. No.

1 Jetty, which can accommodate tankers up to 250m in length,

has a depth of 11m alongside. No. 2 Jetty is no longer used.

5.23 No. 6 Jetty, No. 7 Jetty, No. 8 Jetty, and No. 9 Jetty are

located at the E side of the container terminal. No. 6 Jetty is

used by bulk carriers, but No. 7 Jetty, No. 8 Jetty, and No. 9

Jetty are no longer in use.

5.23 Grain LNG Terminal (51°26'N., 0°42'E.), a new facility, is

situated on the S side of the Isle of Grain at No. 10 Jetty. It is

reported (2005) to have a depth of 12.5m alongside.

5.23 Regulations.—The following regulations apply when an

LNG vessel is berthed, arriving at, or departing the terminal:

1. An area within which entry is prohibited to all unauthorized vessels is centered on the terminal cargo transfer

arms and has a radius of 150m.

2. An area within which navigation is restricted is centered on the terminal cargo transfer arms and has a radius of

250m. When an LNG vessel is berthed, no vessel of 50m or

more in length shall enter this area. Vessels of less than 50m

in length may, if it is deemed necessary for safe navigation

by the pilot or master of such vessel, pass within the area but

not less than 100m from the LNG vessel at the berth. While

within the area, the vessel’s speed must not exceed 7.5 knots

through the water. 

3. When an LNG vessel is inbound or outbound between

the terminal and Medway Lighted Buoy (51°28.8'N.,

0°52.9'E.), the following rules are in force:

a. No vessel shall proceed in the opposite direction to

an LNG vessel if the latter is in the Medway Approach

Channel between a line extending W from Garrison Point

and No. 2 Lighted Buoy (51°26.8'N., 0°44.6'E.).

b. Vessels navigating in the same direction as an LNG

vessel shall maintain a distance of at least 1 mile ahead or

0.5 mile astern of such a vessel.

c. Subject to the specific agreement of both the LNG

vessel and the Medway VTS, vessels of 130m in length

and less may proceed in the same or opposite direction to

the LNG vessel provided that they can navigate safely

outside the main approach channel. Such vessels should

navigate with caution and at slow speed. It should be noted

that LNG vessels will normally pass S of Medway Lighted

Buoy, both inbound and outbound. Where such interactions are likely to occur in the vicinity of the Medway

Lighted Buoy, the intention to navigate outside the channel

and details of the planned track should be sent by the vessels of 130m in length and less to the Medway VTS,

London VTS, and the LNG vessel involved.

d. Vessels shall not cross less than 1 mile ahead or 0.5

mile astern of the LNG vessel.

e. When an inbound LNG vessel is maneuvering in

Saltpan Reach to the W of the Kent Buoys (51°26.1'N.,

0°43.5'E.), no other inbound vessels of 50m or more in

length shall pass the Kent Buoys and no outbound vessels

of 50m or more in length shall pass No. 12 Lighted Buoy

(51°25.7'N., 0°40.3'E.) until Medway VTS advises that it

is safe to do so.

5.23 Anchorage.—An LNG anchorage area, designated K3, is

situated in the approaches to the River Thames; for further information see paragraph 4.1.

5.24 Kethole Reach (51°25'N., 0°39'E.), about 1 mile

long, leads SSW from the W end of Saltpan Reach to Long

Reach. Its NW side is formed by Stoke Ooze, a drying mud

flat, across which two causeways lead to river berths. The SE

side of the reach consists of saltings. A wreck, with a depth of

2.2m, lies on the W side of the reach and is marked by a buoy.

5.24 Bee Ness Jetty (51°25.3'N., 0°39.0'E.), situated at the NW

side of the reach, has a berth at the end of a causeway which

has a depth alongside of 13m at HWS. East Hoo Creek, entered

close S of the jetty head, leads to a small inner spur berth. It

was reported (2000) that this jetty is no longer in use.

5.24 Oakham Ness Jetty (51°24.9'N., 0°38.7'E.), situated at the

SW side of the reach, has a tanker berth at the head of a causeway. There are depths alongside of 16.7m at HWS and 11m at

Thamesport Container Terminal
116 Sector 5. England—The River Thames 

Pub. 192

LWS. Vessels up to 55,000 dwt and 229m in length can be

handled. This jetty primarily serves a power station.

5.24 Otterham Creek is entered from Half Acre Creek, which

leads SSW from the junction of Long Reach and Kethole

Reach. Otterham Quay (Rainham) is situated at the head of the

creek and has 192m of quayage; however, due to siltation,

these berths are no longer used by commercial shipping.

5.24 Long Reach (51°24'N., 0°37'E.) continues W for 2 miles

from the vicinity of Oakham Ness Jetty between saltings,

marshes, and mud banks, which dry. A conspicuous chimney,

198m high, stands at the power station which is situated on the

N side of the W end of this reach. Several prominent oil storage

tanks are situated 0.3 mile ENE of the chimney. There is a least

charted depth of 5.8m in the channel through Long Reach.

5.24 Kingsnorth Jetty (51°24.7'N., 0°36.4'E.), an L-shaped jetty,

extends about 600m S from the power station into the reach

and is mainly used for the import of coal. The main berth is

306m long and has depths alongside of 10m at LWS and 13.2m

HWS.

5.24 Caution.—A foul area, the limits of which are shown on the

chart, lies in the N part of Kethole Reach; wreckage possibly

exists in the river bed within this area.

5.25 Pinup Reach (51°24'N., 0°36'E.), also known as

Folly Reach, is a short leg in the channel which connects Long

Reach and Gillingham Reach. It lies between Darnett Ness and

Folly Point, about 0.5 mile SW. Derelict circular forts stand on

both these points. Hoo Flats and the E end of Hoo Island are

located on the NW side of the reach, and Bishop Marsh and

Nor Marsh lie on the SE side. The fairway has a least charted

depth of 6m through this reach.

5.25 Gillingham Reach (51°24'N., 0°34'E.) extends 0.8 mile W

from Folly Point and leads between Hoo Island, on the N side,

and Copperhouse, Cinque Port, and Gillingham Marshes, on

the S side. The entrances to Chatham Docks are situated at the

W end this reach and the town of Gillingham stands along the

shore to the E of the port.

5.25 Two piers and an extensive marina are situated close SE of

the entrance to the port. The marina is comprised of a tidal

basin, on the W side, and a wet basin, on the E side. Craft up to

22m in length and 2.5m draft can be accommodated in the tidal

basin. Craft up to 20m in length and 5m draft can enter the wet

basin through a lock at HW.

Chatham Docks (51°24'N., 0°33'E.)

World Port Index No. 31390

5.26 Chatham Docks, the former Naval Dockyard, comprises three wet basins and five drydocks situated on St. Mary’s

Island.

5.26 Tides—Currents.—Tides rise at Chatham Docks is about

6.1m at springs and 4.8m at neaps.

5.26 Depths—Limitations.—The dock complex is entered

through two locks situated on the W side of Gillingham Reach.

5.26 South Lock is 145.9m long, 28.6m wide at the coping level,

and has a depth on the centerline over the sill of 4.2m. North

Lock is 145.2m long, 26.6m wide at the coping level, and has a

depth on the centerline over the sill of 4.7m. There is a maintained depth of 5.2m in the approach to the North Lock and

4.7m in the approach to the South Lock. However, it is reported

(1999) that there may be less water at times in the approaches

and locks due to silting.

5.26 Commercial facilities for shipping are only situated within

one basin. These consist of eight berths, 122 to 168m long,

with depths of 8.5m alongside. It is reported that the other

basins are being developed into a marina.

5.26 Generally, vessels up to 143m in length, 25m beam, and 8m

draft can be accommodated. Vessels of greater length than the

locks can be handled by canaling through at HW. There are

facilities for container, ro-ro, and vehicle ferries.

5.27 The River Medway above Chatham Docks—Short

Reach (51°24'N., 0°33'E.) extends NW for about 0.5 mile from

the entrance of the wet docks between the walled bank of St.

Mary’s Island and the drying mud flat lying NW of Hoo Island.

Several mooring buoys and a yacht marina are situated on the

NE side of this reach. There is a least charted depth of 3.7m in

the fairway.

5.27 Cockham Reach, a bend in the river, extends 0.5 mile WNW

from Short Reach. The N bank is fringed by shingle and the S

bank by a mud flat. Yacht moorings lie adjacent to each side of

the fairway. There is a least charted depth of 2.7m in the fairway.

5.27 Upnor Reach extends 0.6 mile SSW from Cockham Reach.

Its banks are mostly walled and fringed by drying mud flats.

There is a least charted depth of 3.3m in the fairway. Upnor

Jetty, an L-shaped jetty, is situated on the W side of the reach

and has a depth of 5m alongside. Royal Engineers Jetty, with

mooring buoys close SSW, is situated 0.4 mile SSW of Upnor

Jetty. St. Mary’s Wharf and a pontoon berth, with depths of 2

to 4m alongside, are situated on the E side of the reach.

5.27 Chatham Reach, about 1 mile long, is the S continuation of

Upnor Reach. There is a least charted depth of 2.4m in the fairway. The W bank consists of marshland which terminates at

Chatham Ness (51°23'N., 0°31'E.), a low and rounded point

formed of reclaimed land. Several piers, wharves, and dry

docks are situated at the E side of the reach and are mostly all

disused. The town of Chatham stands at the S end of this reach.

Brompton and Rochester stand, respectively, NE and NW of

Chatham.

5.27 Limehouse Reach, the NNW continuation of Chatham

Courtesy of the Port of Chatham

Chatham Docks
Sector 5. England—The River Thames 117

Pub. 192

Reach, extends between Chatham Ness and Gashouse Point,

0.5 mile NW. The S part of the NE bank consists of marshland

fronted by a drying flat; the N part is mostly walled and bordered by the ruins of a cement works. The SW bank is fronted

by wharves, which dry alongside, and numerous mooring

buoys used by barges, are situated within the reach. The

charted depths in the reach vary from 2.1 to 8.2m, with the

greatest depths lying in the SE part, close to the SW bank. 

5.27 Bridge Reach, 0.3 mile long, is the SW turn of the river

leading to the Rochester Bridge. The N bank is walled and

backed by the town of Strood. The charted depths in the

channel are very irregular and vary from 0.3 to 7.8m. Several

wharves and mooring buoys are situated within the reach and

are mainly used for lightering operations. In addition, three

private industry wharves are situated within the area and have

depths alongside of 4 to 9m at HWS and 3 to 7.3m at HWN.

Vessels up to 120m in length and 7.6m draft can be accommodated.

5.27 The Rochester Bridge (51°23'N., 0°30'E.) consists of three

bridges, one being an arched bridge, with two metal bridges

standing close NE of it. The center span of the bridge, which is

marked by lights, has a vertical clearance of 5.9m at MHWS

and a least charted depth of 0.6m under it; the greatest depth,

2.1m, lies under the N span.

5.27 Tower Reach leads above the bridge and shoals rapidly.

Several marinas and yacht club facilities are situated along its

banks.
Pub. 192

6. Belgium and the Netherlands—Nieuwpoort to Westkapelle (including the 

Schelde)

6.0Additional chart coverage may be found in NGA/DLIS Catalog of Maps, Charts, and Related Products (Unlimited Distribution).

SECTOR 6 — CHART INFORMATION
121

Pub. 192

SECTOR 6 

BELGIUM AND THE NETHERLANDS—NIEUWPOORT TO WESTKAPELLE (INCLUDING 

THE SCHELDE)

6.0 Plan.—This sector describes the coasts of Belgium and the

Netherlands, from the French frontier to Westkapelle, the W

extremity of Walcheren. It includes the extensive Flanders

Banks and the other detached offshore banks which lie in the

W and N approaches to these coasts and the Westerschelde.

This sector also describes the Schelde as far SE as the ports of

Antwerpen and Bruxelles. The descriptive sequence is NE

along the coastal area and then SE into the Schelde and

towards its head.

General Remarks

6.1 The S shore of the North Sea described within this

sector consists of the coast of Belgium and that part of the

Netherlands coast which borders the approaches to the Westerschelde and the Schelde.

6.1 The Belgian coast extends for 36 miles between the French

frontier and the Netherlands boundary, the latter situated 6

miles W of the mouth of the Westerschelde. The entire area is

fronted by an extensive series of shoal banks, both detached

and contiguous to the shore.

6.1 The shoals lying on the coastal bank are known as Flanders

Banks, which in their entirety also encompass the shoals off the

French coast between Calais and the Franco-Belgian boundary.

6.1 The coast of Belgium is low and formed of sand dunes near

the shore. Except for the conspicuous landmarks situated in the

vicinity of the harbors and sea resorts, the coast affords few

identifiable features.

6.1 Nieuwpoort, Oostende, and Zeebrugge are the main ports

situated along the Belgian coast. In addition, the port of Brugge

is accessible through a canal which is entered within Zeebrugge.

6.1 These main ports can be approached through channels,

which lie between the various shoals on Flanders Banks, and

by a coastal route which leads from Dunkerque. However, the

principal approach is through the channel which leads between

Flanders Banks and the other off-lying banks.

6.1 Westerschelde, the name given to the W part of the Schelde,

can be approached through three main channels which lead

between the off-lying banks. Schuer, the principal deep-water

approach channel, leads E from the Wandelaar Pilot Station;

Wielingen, the southernmost channel, leads close to the coast,

E of Zeebrugge; and Oostgat, the approach channel from the N,

lies close to the SW side of Walcheren. Deurloo, a secondary

channel, is available to small vessels and leads over the shoals

which lie between the other two channels. It joins Oostgat near

the S end of Walcheren.

6.1 The Schelde, which forms the approach from the North Sea

to the Netherlands ports of Vlissingen (Flushing) and Terneuzen, extends SE to the Belgian ports of Antwerpen and

Bruxelles. The W part of the Schelde, which passes through

Netherlands territory, is known as the Westerschelde.

6.1 Winds—Weather.—Fog may be encountered along this

stretch of coast during practically any month of the year, but it

shows considerable variations from place to place. August and

September are months of comparatively little fog. The maximum density occurs, both offshore and in the coastal areas,

during January to June.

6.1 At Oostende, fog is most frequent (4 to 7 days per month)

from October to February and less frequent (1 day or less per

month) from May to July.

6.1 At Vlissingen, fog is most frequent (4 to 6 days per month)

from October to March and less frequent (2 days per month)

from June to August.

Regulations.—Traffic Separation Schemes (TSS) and DeepWater Routes (IMO-adopted) are situated in the waters of

Dover Strait and the North Sea. The positions of the various

schemes and routes, including the relevant navigation aids,

may best be seen on the charts.

6.1 For regulations and restrictions concerning these schemes

and routes in Dover Strait, see Pub. 191, Sailing Directions

(Enroute) English Channel (Sector 6).

6.1 Deep-Draft Tracks have been established within the Traffic

Separation Schemes and Deep-Water Routes mentioned above.

The tracks are for the use of large vessels and take advantage of

the best water available; however, these tracks are not to be

considered recommended tracks as certain portions of each

track pass through areas which may be subject to change.

6.1 The Mariners Routing Guide, British Admiralty Chart 5500,

contains Passage Planning Chartlets which indicate the routes

through the English Channel, Dover Strait, and the S part of the

North Sea. Information concerning regulations, pilotage, and

radio reporting systems is also included.

6.1 A recommendation has been adopted by the IMO that all

vessels navigating in the vicinity of the English Channel,

Dover Strait, and North Sea should have on board the latest

edition of Chart 5500 (British Admiralty) or other equivalent

guide.

6.1 For details of waypoints and under keel clearances concerning the Deep Water Routes within the Dover Strait TSS and

Noord Hinder South TSS, see Pub. 191, Sailing Directions

(Enroute) English Channel (Sector 6).

6.1 The West Hinder TSS extends between position 51°20'N,

2°10'E, located 5 miles WSW of the S end of Fairy Bank, and

position 51°22'N, 2°43'E, located 3 miles NNW of the N end of

Middle Kerkebank.

6.1 This TSS is the principal approach to the main channel

which leads to the Westerschelde (see paragraph 6.11). At its

W end, the TSS joins those of the North Hinder and Dover

Strait. The westbound traffic lane lies to the N of the eastbound

lane and an anchorage area is situated to the N of the traffic

lanes at the E end of the scheme. Westbound vessels leaving

the TSS and crossing the northeastbound traffic lane of the

Dover Strait TSS should keep to the NE of the Northeast Limit

Line of the Deep-Water Route.
122 Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 

Pub. 192

6.1 For details of traffic regulations and IMO restrictions concerning the Deep Water Routes and TSS leading N through the

North Sea and into the German Bight, see paragraph 8.4 and

paragraph 8.5, as well as the directions under individual Belgian ports.

6.1 Vessel Traffic Services.—The WETREP (Western Europe

Tanker Reporting System) is a VTS system, under SOLAS

regulations, which operates in the W approaches to Spain,

Portugal, France, Belgium, the United Kingdom (including the

Shetland Islands), and Ireland. This system is mandatory for all

oil tankers over 600 dwt carrying heavy crude oil, heavy fuel

oil, or bitumen and tar and their emulsions. It does not apply to

war-ships, naval auxiliary, or other vessels owned or operated

by a contracting government and used, for the time being, only

on government non-commercial service. For further details, see

Pub. 140, Sailing Directions (Planning Guide) North Atlantic

Ocean, Baltic Sea, North Sea, and the Mediterranean Sea

(United Kingdom).

6.1 The WETREP (Western Europe Tanker Reporting System)

operating areas have also been designated (2005) by the IMO

as Particularly Sensitive Sea Areas (PSSA). For further details

of PSSA, see Pub. 140, Sailing Directions (Planning Guide)

North Atlantic Ocean, Baltic Sea, North Sea, and the Mediterranean Sea (United Kingdom).

6.1 The Dover Strait Reporting System (CALDOVREP) is a

mandatory reporting system under SOLAS regulations which

operates in the Dover Strait Traffic Separation Scheme (TSS).

For further details concerning CALDOVREP, see Pub. 191,

Sailing Directions (Enroute) English Channel (Sector 6).

6.1 The Ship Movement Reporting System (MAREP) is a

voluntary reporting system operating in the English Channel

and Dover Strait. Vessels are requested to report to the appropriate shore station when approaching the following:

1. The TSS off Ile d’Ouessant.

2. The TSS off Casquets.

3. The TSS within Dover Strait.

6.1 For further details of MAREP, see Pub. 140, Sailing Directions (Planning Guide) North Atlantic Ocean, Baltic Sea, North

Sea, and the Mediterranean Sea.

6.1 Due to the CALDOVREP reporting system being mandatory

in the area of the Dover Strait TSS, vessels are advised that this

system takes precedence over the Ship Movement Report

System (MAREP), which is voluntary.

6.1 Signals.—International traffic signals, which are displayed

at the majority of ports described within this sector, are, as follows:

1. Three red lights, vertically disposed—Vessels shall

not proceed.

2. Three red flashing lights, vertically disposed—There

is an emergency and all vessels must stop or divert according

to instructions.

3. Three green lights, vertically disposed—Vessels may

proceed in one-way traffic.

4. Three lights, vertically disposed, with the two upper

lights being green and the lower one being white—Vessels

may proceed in two-way traffic.

5. Three lights, vertically disposed, with the upper and

lower lights being green and the center light being white—

Vessels may proceed only when they have obtained specific

instructions to do so.

6.1 Caution.—Ferries, jetfoils, hovercraft, and high-speed catamarans may be encountered within the waters described in this

sector.

6.1 Numerous submarine cables lie in the vicinity of the coast

and off-lying banks; they may best be seen on the chart.

6.1 Several gas pipelines lie in the vicinity of the coast and offlying banks and may best be seen on the chart.

6.1 Belgian fishing vessels, when fishing for sprat, make use of a

trawl net which is towed between two vessels up to 120m

apart. These vessels by day fly International Code Flag D and

by night direct searchlights so that the beams cross each other

ahead, astern, or between both vessels. In the event of an emergency to warn approaching ships, the light beams may be

quickly swept horizontally.

6.1 Numerous wrecks, some dangerous, lie off this coast and

may best be seen on the chart.

6.1 A dangerous wreck (M/V Tricolor) is reported to lie about

1.5 miles NE of Hinder 1 Lighted Buoy (51°21'N., 2°11'E.), in

the mouth of the westbound lane of the West Hinder TSS. The

wreck, which is the subject of ongoing salvage operations,

uncovers at times and is marked by lighted buoys. Vessels

should use extreme caution when navigating in this vicinity.

Off-lying Banks and Navigational Aids

6.2 Several detached shoal banks, which are long and

narrow, lie offshore and are of concern to vessels bound for

ports in the SE part of the North Sea. These include Fairy

Bank, West Hinder Bank, East Hinder Bank, North Hinder

Bank, Bligh Bank, Thornton Bank, and Rabs Bank. In addition, several unnamed banks lie in this same offshore vicinity.

The above banks and the principal passages leading between

them are marked by lighted buoys and lighted beacons, which

may best be seen on the chart.

 For offshore banks and shoals, which form Flanders Banks,

lying SW of the above named shoals, see Pub. 191, Sailing

Directions (Enroute) English Channel (Sector 6).

6.2 Fairy Bank (51°24'N., 2°20'E.) extends NE for 9 miles and

has a least depth of 5.5m near its center. A similar bank, with a

least depth of 8.5m, lies close N of Fairy Bank and joins it at

the NE end. Another bank, with a least depth of 14.3m, lies 5

miles W of the N end of Fairy Bank.

6.2 West Hinder Bank (51°27'N., 2°30'E.) lies about 4.5 miles

E of the S end of Fairy Bank and extends NE for 14 miles. An

isolated patch, with a depth of 13.4m, lies about 1 mile SSW of

the S end of this bank. Depths of less than 5m exist on the N

part of this bank and it may be discerned by tide rips.

6.2 West Hinder Light (51°23'N., 2°26'E.), equipped with a

racon, is shown from a platform, 23m high, standing at the S

end of the shoal bank. Strong tidal currents are reported to exist

in the vicinity of this light platform.

6.2 Oostdyck Radar Tower (51°16'N., 2°27'E.) stands about 7

miles S of West Hinder Light at the SE side of Dyck Oriental

(Oost Dyck). It is 15m high, lighted, and equipped with a

racon. Another tower supporting a helicopter landing deck is

situated alongside the radar tower and is connected to it by a

walkway. 

6.2 A narrow bank, with a least depth of 11m, lies between the N

part of Fairy Bank and the N part of West Hinder Bank. A
Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 123

Pub. 192

similar bank, with a least depth of 10m, lies about 3 miles NE

of the S end of West Hinder Bank.

6.2 North Hinder Bank (51°37'N., 2°34'E.), a dangerous and

narrow sand bank, lies with its S end located about 1 mile

WNW of the N extremity of West Hinder Bank. It extends

NNE for 7.5 miles and is steep-to with a least depth of 8.2m.

6.2 East Hinder Bank (51°33'N., 2°39'E.) lies 3 miles E of

North Hinder Bank and has a least depth of 7.3m.

Bligh Bank (51°36'N., 2°46'E.), a narrow sand bank, lies

about 3 miles E of East Hinder Bank and has a least depth of

8.8m.

6.3 Thornton Banks (51°35'N., 3°00'E.) lie with their

SW end 2 miles SE of the S end of Bligh Bank. They extend

NE for 13.5 miles and have a least depth of 4.6m. It is reported

that, in clear weather, by day, the W end of Walcheren Island

can be seen and, at night, Westkapelle Light is visible from a

position at the NE end of these banks.

6.3 Goote Bank (51°27'N., 2°50'E.), with a least depth of 10m,

lies 3 miles S of the SW end of Thornton Banks and extends

for 11 miles. A shoal patch, with a least depth of 12.4m, lies

about 1.5 miles SW of the SW end of this bank.

6.3 Akkaert Bank (51°23'N., 2°50'E.), with a least depth of

9.4m, lies 3 miles SSE of Goote Bank. A detached shoal, with

a least depth of 9.4m, lies about 3 miles E of the center of this

bank.

6.3 Rabs Bank (51°36'N., 3°08'E.), with a least depth of 7.9m,

lies 4 miles NE of the shallowest part of Thornton Banks. Two

detached banks, with least depths of about 14m, lie in the

central part of the comparatively deep water located between

this bank and Bligh Bank.

6.3 Schaar (51°41'N., 3°15'E.) lies about 2 miles NNW of Rabs

Bank and has a least depth of about 10m.

6.3 Buitenbanken (51°49'N., 3°08'E.) lies with its W part

located 6 miles N of Schaar and has a least depth of 12.5.

6.4 Buiten Ratel (51°15'N., 2°32'E.), a bank with depths

of 2.7 to 8.9m, lies about 10 miles NW of Nieuwpoort. Binnen

Ratel, lying 2 miles SW of this bank, has a least depth of 3.6m.

6.4 Kwinte Bank (51°16'N., 2°38'E.) lies 1.5 miles E of the N

part of Buiten Ratel and has a least depth of 4.4m. Kwinte, a

deep and unmarked passage, leads between this shoal bank and

Buiten Ratel.

6.4 Middle Kerkebank (51°18'N., 2°44'E.), with a least depth

of 4.1m, lies 1.5 to 2 miles E of Kwinte Bank.

6.4 Negenvaam (North Channel) (51°16'N., 2°40'E.), a deep

passage, lies between Kwinte Bank and Middle Kerkebank.

Oostende Bank (51°18'N., 2°48'E.) extends about 8 miles

NE from its junction with the S end of Middle Kerkebank and

has very irregular depths. A least depth of 4m lies near its SW

end. Ravelingen are shoal patches, with depths of 3.8 to 5m,

which lie at the S end of Oostende Bank. It is reported that

these patches may change position and depth during N gales

which form heavy breaking seas in this vicinity.

6.4 Uiydiep (51°17'N., 2°44'E.), a channel, leads between

Oostende Bank and Middle Kerkebank. 

6.4 Wenduine Bank (51°19'N., 2°59'E.), a narrow shoal bank,

extends 12 miles ENE from a position 3 miles NNW of

Oostende and joins the coastal bank off Blankenberge and Zeebrugge.

6.4 Stroom Bank (51°14'N., 2°52'E.), a narrow and ridged sand

bank, lies 1.5 miles offshore between Nieuwpoort and Oostende and has depths of 2 to 4m.

6.4 Smal Bank and Nieuwpoort Bank lie W of Stroom Bank and

inshore of the above-described shoal banks. Several roadsteads

lie between these three banks and access may be gained

through various channels which may best be seen on the chart.

6.4 Westdiep (51°10'N., 2°36'E.) has depths of 5.5 to 14.6m and

lies S of Smal Bank and the W end of Nieuwpoort Bank. This

roadstead is approached from the N through Noordpas (51°

12'N., 2°38'E.), which leads between Smal Bank and Nieuwpoort Bank. It may also be approached from the W through

Passe de Zuydcoote.

6.4 Grote Rede (51°15'N., 2°51'E.), the outer roadstead off

Oostende, has general depths of 5.5 to 11.9m, but is obstructed

by several wrecks and shoal areas. This roadstead is connected

to Westdiep by Noordoostpas, which leads between Nieuwpoort Bank and Stroom Bank. Kleine Rede, the inner roadstead, has general depths of 5.5 to 9.8m and lies W of the

entrance to Oostende. It has a least charted depth of 5m.

6.4 Wandelaar (51°23'N., 3°03'E.) is an area of irregular depths

lying between 4 and 6 miles NW of Blankenberge. Numerous

dangerous wrecks lie in this general vicinity.

6.4 Bol van Heist (51°23'N., 3°13'E.), an area with depths of 5.4

to 9.4m, lies in the middle of Ribzand, 2.5 miles N of the entrance to Zeebrugge.

6.4 Lighted tide gauge platforms designated MOW 0 (51°24'N.,

3°03'E.), MOW 1 (51°22'N., 3°07'E.), MOW 2 (51°22'N.,

3°17'E.), MOW 3 (51°23'N., 3°12'E.), and MOW 4 (51°25'N.,

3°18'E.), stand in the approaches to Zeebrugge. Racons are

situated at MOW 0 platform and MOW 3 platform.

The French Border to Zeebrugge

6.5 The Belgian coast between the French border and

Nieuwpoort, 7.5 miles ENE, consists of a wide belt of sand

dunes of moderate height. Several resorts with sea walls and

promenades stand along this section of the coast.

6.5 De Panne, a coastal resort town, is situated 2 miles ENE of

the frontier and has numerous large buildings which stand near

the beach. In addition, a prominent water tower stands about 1

Oostdyck Radar Tower
124 Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 

Pub. 192

mile inland from the town. Koksijde Bad, another resort, is

situated about 2 miles farther ENE. A conspicuous steep sand

dune, used for tobogganing by vacationers, stands between

these resorts.

6.5 Oostduinkerke Bad, a small resort with a brick-faced promenade, is situated between Koksijde Bad and the entrance to

Nieuwpoort.

6.5 Pilotage.—It is reported (2002) that all boarding of pilots in

the roads of the Belgium ports of Nieuwpoort, Oostende, and

Zeebrugge has ceased.

6.5 All vessels over 80m in length and 2.2m draft bound for a

Belgian coastal port, except those with a pilotage exemption,

must embark a pilot at the Wandelaar Pilot Station (51°22.5'N.,

2°43.0'E.). For details of the Wandelaar Pilot Station, see Pilotage under the Westerschelde in paragraph 6.13.

6.6 Nieuwpoort (51°08'N., 2°45'E.) (World Port Index

No. 31320) is a small port used by fishing vessels, small

coasters, and yachts. It is connected to the inland canal system.

The town is situated 2.3 miles within the mouth of the Yzer

River.

6.6 Tides—Currents.—Tides rise about 5.3m at springs and

4.3m at neaps.

6.6 Depths—Limitations.—The entrance channel has a depth

of 3m at MLWS. There is a commercial wharf, 1,200m long. In

addition, there is a basin for fishing vessels and extensive

facilities for yachts. Vessels up to 1,540 dwt, 82m in length,

and 5.3m draft can be accommodated at HWS.

6.6 Aspect.—The entrance channel leads into the harbor between two pile piers. A resort, with conspicuous tall buildings

and blocks of apartments, is situated on the W side of the

entrance. A light is shown from a prominent tower standing on

a dune, 0.5 mile ESE of the entrance.

6.6 Several large resort buildings, towers, and masts stand near

the shore between the harbor and Oostende, 9 miles NE, and

are conspicuous from seaward.

6.6 Pilotage.—Pilots must be embarked at the Wandelaar Pilot

Station (see paragraph 6.13).

6.6 Pilotage through Flanders Banks is advisable for vessels

without local knowledge. Pilots for this route are available

from Dunkerque. 

6.6 Regulations.—Vessels over 75m in length, and up to a maximum length of 82m, should request permission to enter from

the port authorities 24 hours in advance, stating draft and any

special means of maneuvering. Such vessels must arrive in the

roads 6 hours prior to HW at the port.

6.6 Vessel Traffic Service.—Vessel Traffic Service Scheldemond (VTS-SM) operates in the W approaches to the estuary

of the Westerschelde, N of Nieuwpoort. The Wandelaar Pilot

Station is situated within the Traffic Area Wandelaar of this

system. For complete details of the VTS-SM procedures, see

Regulations (Traffic Control) under the Westerschelde in paragraph 6.13.

6.6 Anchorage.—Vessels may anchor, in depths of 5 to 7m,

about 1 mile NW of the port entrance.

6.6 Directions.—Approach from the SW can be made through

Zuydcoote Pas and Westdiep; the least depth in Zuydcoote Pas

is reported to be 3.3m. There is also a passage from the W,

suitable for small craft with local knowledge, over Broers Bank

and Den Oever. This passage should only be used in calm

weather when the tidal currents are slack as, at other times,

dangerous seas break over these banks.

6.6 Approach from the N can be made through Negenvaam and

Noordpas; the least depth in Noordpas is reported to be 6.5m.

6.6 Approach from the NE can be made through the channel

which leads between Ravelingen and Wenduine Bank into

Grote Rede, 2 miles NW of Oostende. Vessels should then pass

to the N of Stroom Bank.

6.6 Approach from the E can be made by passing through Kleine

Rede, which lies close offshore and has a least reported depth

of 5m.

Oostende (51°14'N., 2°55'E.)

World Port Index No. 31310

6.7 Oostende, a resort town, is a commercial port, fishing

center, and a terminus for cross-channel ferries. It is also a

Belgian Navy base and is connected to the inland canal system.

6.7 Tides—Currents.—Tides at Oostende rise about 5.1m at

springs and 4.2m at neaps.

6.7 The tidal currents generally set along the coast, except near

the end of the E and the beginning of the W currents, when

they tend to set away from the coast. The E tidal current has a

spring rate of about 2.5 knots and the W current a rate of 1

knot.

6.7 Winds—Weather.—Southwest and W winds predominate

throughout the year. During the winter, fog occurs about 7 days

per month; during the summer, fog occurs 1 day per month.

6.7 Depths—Limitations.—The harbor consists of a narrow

dredged channel, wet docks, and basins. It is entered between

piers, which are for most of their length 120m apart. The

entrance fairway from Grote Rede has a dredged depth of

about 6m on the range line.

6.7 Montgomery Basin, situated on the NW side of the harbor,

leads to Handels Dokken (Mercator Dock), a wet dock used by

yachts. The entrance lock is 38m long and 12m wide; a depth

of 2.5m is maintained in the dock. Visserhaven, a wet dock, is

situated on the NE side of the harbor and used by fishing

vessels. The entrance lock is 91m long, 16.5m wide, and has a

depth of 4.2m on the sill; a depth of 3.7m is maintained in the

dock. Tidok, a tidal basin, and the Naval Basin, which is

entered through a turn lock, are also situated on the NE side of

the harbor.

6.7 Voorhaven is situated on the SE side of the harbor. A deepwater quay, 360m long, is situated on its S side and has a depth

of 7.7m alongside. Government and naval berths are situated

along its N side. A complex of three wet docks is situated in

the in the SW corner of the harbor and entered through a lock,

130m long and 17.2m wide, which has a depth of 4.2m on the

sill. The main wharves within the complex include West Quay,

696m long; East Quay, 668m long; and Timber and Sway Dock

Quay, 582m long. Generally, vessels up to 124m in length and

7.3m draft can be accommodated in the port at HW. There are

facilities for ro-ro, container, and tanker vessels. In addition,

there are two-level disembarkation services for ferries discharging passengers and vehicles.

6.7 The Oostende-Ghent Canal is navigable throughout the year,

by vessels up to 3.8m draft in summer and 3.3m draft in winter,
Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 125

Pub. 192

from Oostende to Brugge; then to Ghent, it is navigable by

vessels up to 2m draft.

6.7 The Oostende-Brugge Canal, part of the Oostende-Ghent

Canal, is navigable by vessels up to 6m draft in summer and

5.5m draft in winter to Zandvoorde (51°12'N., 3°00'E.).

6.7 Aspect.—A light is shown from a prominent tower, 58m

high, standing on the E side of the harbor. A lighted range

indicates the entrance fairway and may best be seen on the

chart. A conspicuous tower block, 116m high, stands 0.4 mile

SSW of the harbor entrance. A conspicuous radar tower is

situated near the root of the E pier. Numerous prominent buildings stand near the shore, on the W side of the harbor entrance.

6.7 Pilotage.—Pilots must be embarked at the Wandelaar Pilot

Station (see paragraph 6.13).

6.7 Pilotage through Flanders Banks is advisable for vessels

without local knowledge. Pilots for this route are available

from Dunkerque. 

6.7 Regulations.—Vessels must request permission to enter the

port from Oostende Port Control on VHF channel 9 or by

telephone.

6.7 Vessel Traffic Service.—Vessel Traffic Service Scheldemond (VTS-SM) operates in the W approaches to the estuary

of the Westerschelde, N of Oostende. The Wandelaar Pilot Station is situated within the Traffic Area Wandelaar of this

system. For complete details of the VTS-SM procedures, see

Regulations (Traffic Control) under the Westerschelde in paragraph 6.13.

6.7 Signals.—When it is necessary to keep the channel between

the entrance and the locks clear for large ferries, an orange

quick flashing light is shown, by day or at night, in addition to

traffic signals from the head of the E pier and at the pilot

station on the S side of the entrance to Montgomery Basin.

6.7 Two black cones, points together, shown by day or a blue

flashing light shown at night from the pilot station indicate that

all craft under oars and all pleasure craft under 6m in length are

prohibited from leaving the harbor when there is an onshore

wind of force 3 or more, or an offshore wind of force 4 or

more.

6.7 Anchorage.—Grote Rede affords ample anchorage, with

good holding ground, mud and sand, in depths of 8 to 10m.

Kleine Rede affords only temporary anchorage, in depths of 6

to 7.5m, as the holding ground is poor, particularly near the

harbor entrance. 

6.7 Directions.—The deepest route leading to Grote Rede, 2

miles NW of the harbor entrance, is through Negenvaam and

then between Nieuwpoort Bank and Oostende Bank. Vessels

from the N may also pass between Oostende Bank and

Wenduine Bank and then proceed through the passage lying

between Wenduine Bank and Ravelingen. Vessels from the W

may approach through Grote Rede or Kleine Rede.

6.7 Vessels from the E may approach through East Pass, which

leads over the coastal bank, ENE of the entrance. However, this

route should only be used by vessels with local knowledge.

6.7 Caution.—Vessels are advised not to enter the harbor with

strong winds from NW through N to NE. Northwesterly winds

send in a heavy swell into the harbor.

6.7 Under normal conditions, vessels enter or leave the harbor

between 2 hours before and until HW. During this time, the

tidal current generally sets E and vessels are advised to favor

the W side of the entrance fairway to avoid being swept onto

the E pier.

6.7 The lock entrance to the Oostende-Brugge Canal is opened

at intervals to maintain a constant water level. This may result

in a strong discharge of water and currents up to 1 knot in the

inner part of the harbor. An orange light shown from the bridge

at the entrance to the canal indicates that the discharge is to be

expected; a red light indicates that the discharge is in progress.

6.7 Numerous wrecks, some dangerous, lie in the approach

channels and may best be seen on the chart.

6.8 The coast between Oostende and Blankenberge, 8.5

miles NE, is marked by several steep sand dunes. De Haan,

situated 4.7 miles NE of Oostende, and Wenduine, situated 2.3

miles farther NE, are coastal resorts. A church and two water

towers stand in the vicinity of Wenduine and are conspicuous

from seaward.

6.8 Blankenberge (51°19'N., 3°08'E.), a large coastal resort, has

a small harbor which is mainly used by yachts. It dries and is

entered between two stone piers by a channel with depths of

about 1m. There is a yacht basin at the head of the harbor and

facilities for fishing boats at the W side. The harbor may be

approached from either Grote Rede or the main channel which

leads S of Wandelaar.

6.8 A light is shown from a prominent tower, 30m high, standing

on the NE side of the harbor. The entrance fairway is indicated

by a lighted range which may best be seen on the chart. Several

large buildings stand near the beach on the W side of the

harbor entrance. A promenade pier, with a conspicuous cupola,

fronts the town, 1 mile ENE of the harbor entrance.

6.8 Tides—Currents.—Between Oostende and Zeebrugge, the

tidal currents set in about the direction of the coast. Off Blankenberge, the E current begins about 3 hours 30 minutes before

HW at Vlissingen, and the W current begins about 2 hours 45

minutes after HW at Vlissingen. At a position about 1 mile offshore, the E current attains a rate of 2 knots at springs and the

W current about 1.5 knots.

6.8 Caution.—A submarine gas pipeline, which may best be

seen on the chart, extends seaward from a point on the shore

1.7 miles ENE of Blankenberge, about 0.4 mile W of the W

breakwater of Zeebrugge.

Oostende Light
126 Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 

Pub. 192

Zeebrugge (51°20'N., 3°12'E.)

World Port Index No. 31280

6.9 Zeebrugge is a cross-channel and North Sea ferry

terminal, a major commercial port, and the sea terminus of the

Baudouin Canal (Brugge-Zeebrugge).

6.9 Tides—Currents.—Tides rise about 4.8m at springs and

3.9m at neaps.

6.9 Off the breakwaters, the E tidal current begins to set about 3

hours 40 minutes before HW at Vlissingen. East of the breakwaters, the current is reported to set more towards the shore. At

first the current is weak but, at springs, it increases to a maximum rate of 4 knots, about 1 hour before HW. At neaps, the

maximum rate is about 2 knots.

6.9 The W tidal current begins to set about 2 hours 40 minutes

after HW at Vlissingen. The maximum rate of the W current is

about 3 knots at springs and 2 knots at neaps.

6.9 Depths—Limitations.—The approach channel is 500m

wide and dredged to a depth of 13.5m over a width of 300m.

The port consists of two parts; Outer Harbor, a tidal area,

which is protected by two breakwaters and Inner Harbor, a

controlled level area, entered through locks.

6.9 The following main wharves are situated within the Outer

Harbor:

1. An LNG terminal is situated at the E side. It has a

berth, 320m long, with a depth of 13m alongside. Vessels up

to 280m in length and 11.8m draft can be accommodated.

2. The Leopold II Dam extends from the W side and has

1,571m of total berthage on its S side, with depths of 7.2 to

10.5m alongside. There are facilities for ferries and ro-ro

vessels.

3. A car ferry terminal, with facilities for ro-ro vessels,

is situated near the root of Leopold II Dam and has a depth

of 7m alongside.

4. Ocean Container Terminal Hessenatie Zeebrugge,

situated at the NW side, provides 2,230m of quayage. There

are five berths, with depths of 15m alongside.

5. Flanders Container Terminal, situated close S of

Ocean Terminal, provides 900m of quayage. There are two

berths with depths of 12m alongside. 

6. The Western Peninsula, situated at the SW side, is a

container and ro-ro terminal. It provides 1,770m of quayage.

There are seven main berths with depths of 15m alongside. 

7. Brittaniadok, a tidal basin, is situated at the SE side

and has pontoon ro-ro berths, with depths of 5 to 8m alongside.

8. Zweedse Kaai (Swedish Quay), close W of Brittaniadok, has 825m of berthage with a depth of 18m alongside.

6.9 Vessels up to 350m in length, 55m beam, and 14m draft can

be handled in the Outer Harbor.

6.9 The Inner Harbor may be entered from the Outer Harbor

through two locks.

6.9 The Pierre Vandammelock, the E lock, is 500m long, 57m

wide, and has a depth of 15m on the sill at LWS. It leads into

Connection Dock which has depths of 18.5m and connects

with the Baudouin Canal. North Inlet Basin, entered from the

N side of Connection Dock, has about 2,000m of quayage with

depths of 14m alongside. South Inlet Basin, entered from the S

side of Connection Dock, has 810m of quayage with a depth of

18.5m alongside. There are facilities for container, ro-ro, bulk,

reefer, and general cargo vessels.

6.9 The Old Sea Lock, the W lock, is 210m long, 19.7m wide,

and has a depth of 5.5m on the sill at LWS. It leads to a turning

basin and two docks with depths of 8m.

6.9 Vessels up to 400m in length, 48m beam, and 15.9m draft

can enter the Inner Harbor.

6.9 Aspect.—The entrance channel is indicated by a lighted

range and marked by lighted buoys. A light is shown from a

prominent tower, 20m high, standing at the outer end of the

Leopold II Dam. A conspicuous radar tower is situated about

0.3 mile WSW of the light.

6.9 The container gantry cranes, standing on the W side of the

harbor, are conspicuous. Several tanks standing at the LNG

terminal are prominent. Several prominent wind generators

stand along the E breakwater.

6.9 Pilotage.—Pilots must be embarked at the Wandelaar Pilot

Station (see paragraph 6.13).

6.9 LNG vessels embark pilots about 1 mile E of the A-Zuid

Lighted Buoy (51°21'N., 2°37'E.).

Blankenberge Light

Zeebrugge
Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 127

Pub. 192

6.9 Pilotage through Flanders Banks is advisable for vessels

without local knowledge.

6.9 Regulations.—Special rules are in force concerning the

movement of LNG vessels in the approaches and within the

port (see Signals).

6.9 The port may be contacted by e-mail, as follows:

6.9 Vessel Traffic Service.—Vessel Traffic Service Scheldemond (VTS-SM) operates in the W approaches to the estuary

of the Westerschelde, N of Zeebrugge. The Wandelaar Pilot

Station is situated within the Traffic Area Wandelaar and the

port is located within Traffic Area Zeebrugge of this system.

6.9 For complete details of VTS-SM procedures, see Regulations (Traffic Control) under the Westerschelde in paragraph

6.13.

6.9 Signals.—International port traffic signals, which control

entry and departure, are displayed from the head of the W

breakwater and from the tower at the head of the Leopold II

Dam (see paragraph 6.1).

6.9 The following signals are shown when LNG vessels are entering or departing:

1. A green light over a white light over a green light is

shown to seaward and three red lights are shown to landward

when an LNG vessel is inbound. Entry is only with definite

permission and all departures are prohibited.

2. Three red lights are shown to seaward and a green

light over a white light over a green light is shown to landward when an LNG vessel is outbound. Departure is only

with definite permission and entry is prohibited.

3. Three yellow lights, displayed vertically, are shown

alongside each of the above signals.

6.9 Directions.—The main approach from NW is through a

passage, marked by lighted buoys, known as Pas van Het Zand.

It starts in the vicinity of the Wandelaar Pilot Station, about 12

miles W of the entrance, and leads through the Scheur Channel

to the roadstead. An approach channel, marked by lighted

buoys and indicated by a lighted range, leads into the entrance

between the outer breakwaters.

6.9 Caution.—Depths in the approach and the harbor are subject to change due to silting; dredging is frequently in progress.

The authorities should be contacted for the latest depths in the

entrance channel.

6.9 Submarine gas pipelines, which may best be seen on the

chart, extends seaward from a point on the shore near the root

of the E breakwater and from a point on the shore about 0.4

mile W of the W breakwater.

6.9 It is reported (2000) that the inner lighted ranges within the

harbor may be obstructed, at times, by stacks of shipping containers.

6.10 Brugge (Bruges) (51°14'N., 3°13'E.) (World Port

Index No. 31290), a small port, is situated 5 miles S of

Zeebrugge. It is connected to the Inner Harbor by the Baudouin

Canal (Boudewijnkanaal), which has a minimum width of 70m

and a depth of 6.3m (2000).

6.10 The port consists of three basins, which provide about

1,600m of commercial berthage, with depths of 6.1 to 8m

alongside. 

6.10 The canal is spanned by two lifting rail bridges, about 3

miles S of Zeebrugge, which have navigable passage widths of

40m and 30m. The canal is available to vessels up to 2,000 tons

and 6m draft.

6.10 A lock connects the port with the Oostende-Ghent Canal and

the whole of the international inland waterway system. It is

115m long and 11.9m wide, with a depth of 4m on the sill.

The Westerschelde

6.11 The approaches to the Westerschelde lie between the

Belgian/Netherlands coast, E of Zeebrugge, and the SW coast

of Walcheren. The outer sea area is known to the Dutch as

Zeegat van Vlissingen (Flushing Channel). The Westerschelde

is the name given to that part of the Schelde River which passes

through Netherlands territory.

6.11 An extensive shoal bank encumbers the greater part of these

approaches and is an extension the Flanders Banks. The main

parts of this bank are Raan, Rassen, and Kaloo, named in that

order from S to N.

6.11 South side.—The coastal resorts of Heist, Duinbergen, and

Knokke-Zoute are situated 1, 2, and 3.5 miles, respectively,

ENE of Zeebrugge. Prominent tall buildings stand near the

beach at each of these places. A conspicuous water tower

stands in the vicinity of Duinbergen.

6.11 Paardenmarkt, a narrow shoal ridge, extends about 4 miles E

from Zeebrugge. It projects up to 1.5 miles from the shore and

has depths of less than 5m.

6.11 Wielingen Sluis (51°22'N., 3°23'E.), located 3 miles ENE of

Knokke-Zoute, is a gap in the coastal dike caused by the discharge of sluice into Wielingen. A conspicuous hotel building

is reported to stand in this vicinity.

6.11 The Belgian/Netherlands border reaches the coast at a small

indentation, called Sluissche Gat, 0.7 mile WSW of Wielingen

Sluis. The land to the E of the boundary is known as Land van

Kadzand. It is low and protected by a coastal dike.

6.11 Kruishoofd (51°24'N., 3°28'E.), situated 3.5 miles ENE of

Wielingen Sluis, is a prominent part of the coastal dike. A

disused light tower, 6m high, stands near the shore here.

6.11 Nieuwe Sluis Light (51°25'N., 3°31'E.) is shown from a

prominent tower, 22m high, standing 2 miles ENE of Kruishoofd.

6.12 North Side.—Westkapelle (51°32'N., 3°26'E.), the

W end of Walcheren, is the N entrance point of the approaches.

A light is shown from a conspicuous tower, 52m high, standing

about 0.5 mile inshore.

6.12 The W end of Walcheren is protected by a large dike known

as Westkapelsche Dijk.

6.12 Noorderhoofd Light (51°32'N., 3°26'E.) is shown from a

tower, 16m high, standing on the N part of the dike, 0.7 mile

NW of Westkapelle Light.

6.12 Molenhoofd Light is shown from a mast, 7m high, standing

on the dike, 0.5 mile WSW of Westkapelle Light.

6.12 Zoutelande Light (51°30'N., 3°29'E.) is shown from a

tower, 13m high, standing 1.7 miles SSE of Westkapelle Light.

A tower, with a short spire visible above the sand dunes, stands

0.4 mile SE of this light. Several villas and a windmill stand in

this vicinity.

mbz@unicall.be
128 Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 

Pub. 192

6.12 Numerous stone dams and wooden groins extend from the

shore along the W coast of Walcheren.

6.12 Middelburg (51°30'N., 3°37'E. ) is situated in the center of

Walcheren. A conspicuous tall steeple stands in the town and is

visible from the seaward approaches.

6.12 Fort de Nolle (51°27'N., 3°33'E.), a prominent point, is

located 4 miles SE of Zouttelande. A light is shown from a

column, 6m high, standing on the point. Range lights are

shown from Kaapduinen, 2 miles NW.

6.13 The Estuary.—The extensive shoal bank which

occupies the greater part of the sea area extends up to about 17

miles W from the S coast of Walcheren and about 4.5 miles W

and NW from Westkapelle.

6.13 Various parts of this shoal bank are identified by name. The

more important ones are Raan, which forms the S part of the

bank; Kaloo and Botkil, which form the N part of the bank;

Rassen, which forms the central part of the bank; and Droogte

van Schooneveld, which forms the W part of the bank.

6.13 Bol van Knokke, Carolusbankje, and Sluissche Hompels are

dangerous shoals which lie to the S of the large shoal bank and

on the N side of Wielingen.

6.13 Vlakte van de Raan (51°27'N., 3°13'E.), along with

Droogte van Schooneveld at its SW end, forms the W part of

Raan and has depths of 3.3 to 5.5m. Schooneveld, an extension

W of these banks, has a least depth of 6.1m and general depths

of 11 to 18m.

6.13 Bol van Knokke (51°25'N., 3°18'E.) and Carolusbankje

form a shoal bank which is 3 miles long. Bol van Knokke, the

W part of the bank, has a least depth of 3.2m and Carolusbankje has a least depth of 3.8m.

6.13 Sluissche Hompels (51°26'N., 3°26'E.), lying E of Carolusbankje, has a least depth of 3.4m. Walvischstaart and Elleboog,

two narrow ridges, lie near the E end of Raan and have depths

of less than 1.8m.

6.13 Nolleplaat, with a least depth of 0.3m, lies at the E extremity

of Raan. Spleet, a shallow and narrow channel, leads W of

Elleboog and Nolleplaat.

6.13 Kaloo (51°34'N., 3°21'E.), a shoal bank, lies with its N end

located 4.5 miles NW of Noorderhoofd and has depths of less

than 5m. Botkil, which has a least depth of 1.9m, lies SE of

Kaloo and forms the W side of the N approach to Oostgat.

Kueerens (Domburger Rassen) (51°36'N., 3°26'E.), a shoal

bank, extends 4 miles N from the vicinity of Noorderhoofd and

has a least depth of 3.3m. During periods of continuous W

winds, there is a heavy swell over this bank and W gales cause

the sea to break heavily in places on it.

6.13 Schouwenbank Lighted Buoy (51°45'N., 3°14'E.),

equipped with a racon, is moored 15 miles NW of Westkapelle

and marks the N outer approach to the estuary.

6.13 A1 Lighted Buoy (51°22'N., 2°53'E.) is moored in the W

approaches, about 8 miles N of Oostende. 

6.13 Oostende Bank N Lighted Buoy (51°21'N., 2°53'E.) is

moored 1.2 miles SSW of A1 Lighted Buoy.

Nieuwe Sluis Light

Westkapelle Light

Noorderhoofd Light
Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 129

Pub. 192

6.13 West Hinder TSS (51°23'N., 2°30'E.), which may best be

seen on the chart, leads from the North Hinder TSS and the

Dover Strait TSS, at its W end, to the Westerscheld approaches, at its E end.

6.13 A Precautionary Area, which may best be seen on the chart,

is situated at the E end of the West Hinder TSS, about 6 miles

W of A1 Lighted Buoy, in the vicinity of the Wandelaar Pilot

Station.

6.13 KB Lighted Buoy (51°21'N., 2°43'E.), equipped with a

racon, is moored near the S part of the Precautionary Area at

the N end of Kwinte Bank.

6.13 MBN Lighted Buoy (51°21'N., 2°46'E.) is moored 2.2 miles

E of KB Lighted Buoy and at the SE limit of the Precautionary

Area.

6.13 SWA Lighted Buoy (51°22'N., 2°46'E.) is moored 2.5 miles

NE of KB Lighted Buoy and at the NE limit of the Precautionary Area.

6.13 GZ Lighted Buoy (51°24'N., 2°44'E.) is moored about 3.4

miles NNE of KB Lighted Buoy.

6.13 VG2 Lighted Buoy (51°26'N., 2°48'E.) is moored about 2.8

miles NE of GZ Lighted Buoy. It is reported (2006) that this

buoy is equipped with a racon.

6.13 VG Lighted Buoy (51°23'N., 2°46'E.) is moored about 0.7

mile N of SWA Lighted Buoy.

6.13 VG1 Lighted Buoy (51°25'N., 2°48'E.) is moored about 2.5

miles NNE of SWA Lighted Buoy.

6.13 Kaloo (K) Lighted Buoy (51°35'N., 3°23'E.) is moored

about 4 miles NNW of Westkapelle, in the NE approaches.

Pilotage.—Pilotage is compulsory in the open sea estuary of

the Westerschelde for the following vessels:

1. All vessels carrying oil. gas, or chemicals (fully

loaded, partially loaded, or empty but not gas-free), irrespective of length, with a Belgian destination and all other

ocean-going vessels with a Belgian destination except the

following:

a. Vessels of less than 80m in length.

b. Vessels with a draft of less than 2.2m.

c. Tugs, fishing vessels, and military vessels.

d. Dredges, vessels on an estuary maritime trade, and

vessels carrying pilot exemptions.

2. Vessels with a Netherlands destination, as follows:

a. Vessels over 75m in length and 5.5m draft in the

fairway between Schouwenbank Lighted Buoy (51°45'N.,

3°14'E.) and Vlissingen Oost.

b. Vessels over 75m in length in all other fairways.

c. All vessels carrying oil. gas, or chemicals (fully

loaded, partially loaded, or empty but not gas free).

6.13 Pilots are available at the following stations:

1. Wandelaar Pilot (51°22'N., 2°52'E.), a Belgian pilot

vessel, is stationed about 1 mile WSW of A1 Lighted Buoy

(51°22'N., 2°53'E.). Pilots board inbound vessels in a

position about 6.5 miles W of A1 Lighted Buoy, in the Precautionary Area. All inbound vessels should contact the pilot

station (or Wandelaar Traffic Center) on VHF channel 65 at

least 1 hour before ETA at the boarding position. This station

also provides pilots for Nieuwpoort, Oostende, and Zeebrugge.

2. Steenbank Pilot (51°45'N., 3°12'E.), a Netherlands

pilot vessel, is stationed about 1 mile W of Schouwenbank

Lighted Buoy (51°45'N., 3°14'E.). Pilots board inbound vessels in the vicinity of this buoy. All inbound vessels should

contact the Steenbank Traffic Center on VHF channel 64 at

least 30 minutes before ETA at the pilot boarding position.

This station also provides pilots for the Oosterschelde.

6.13 The pilot vessels have aboard Belgian and Netherland pilots

who cooperate closely. Generally, Belgian pilots will take vessels through Wielingen to Belgian ports on the Schelde or to

any of the Belgian coastal ports. Netherlands pilots will take

vessels through Wielingen to Netherlands ports on the Westerschelde. Vessels bound for Antwerp exchange sea pilots for

river pilots off Vlissingen.

6.13 All vessels should send a request for pilotage and an ETA to

the appropriate pilot station through Oostende (OST) or

Scheveningen (PCH) at least 6 hours in advance. If the original

ETA is delayed by more than 2 hours, a revised message must

be sent. Messages may be sent by telex to Pilot VTS Wandelaar

though Zeebrugge Traffic Center and to Pilot VTS Steenbank

also addressed to Loodswezen Vlissingen (Flushing).

6.13 All request for pilotage messages must include the following:

6.13 Towed vessels over 100m in length, or over 30m wide, or

over 8m draft must send an ETA and request for pilotage, in

writing, at least 24 hours in advance with tow details.

6.13 Vessels intending to anchor in the designated area lying 3.5

miles NE of Schouwenbank Lighted Buoy (51°45'N., 3°14'E.)

should inform the Steenbank Traffic Center and, when anchored, keep a listening watch on VHF channel 64.

6.13 Wandelaar Pilots (Belgium) may be contacted by e-mail, as

follows:

6.13 Steenbank Pilots (Netherlands) may be contacted by e-mail,

as follows:

6.13 Vessels with a Belgian destination carrying dangerous cargo,

gas products, or which last carried gas products and are not gas

free, are required to send the following additional information:

Designator Information Required

A Name, call sign, and flag. 

I

Port of destination and time (UTC) of

ETA at Wandelaar Pilot Station or

Steenbank Pilot Station.

O Draft (meters and centimeters). 

P Cargo product(s) carried. Technical

name of any dangerous cargo.

T Agent.

U Grt and length.

X

Additional remarks concerning damage, injury, navigability, equipment,

or list.

orderpilot@loodswezen.be

orderpilot@loodswezen.nl
130 Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 

Pub. 192

1. Name and call sign.

2. Date and time (GMT) of report.

3. Nationality. 

4. Length.

5. GRT.

6. Destination.

7. Product—UN number.

8. Product—total quantity.

9. Name of agent/owner.

10. Carriage, or not, of a valid Compliance Certificate

issued or recognized by the flag country and statement that

the ship is loaded in conformity to it.

6.13 All vessels requesting a pilot by helicopter should also state

in their ETA message that a pilot by helicopter is required and

their direction of approach. VHF channel 9 is reserved for ship

to helicopter communication. Pilots can be transported to and

from vessels by helicopter 24 hours.

6.13 For inbound and outbound vessels using the Wandelar Pilot

Station, the helicopter service area is bounded by lines joining

the following positions:

1. 51°26.95'N, 2°31.12'E. 

2. 51°26.95'N, 2°46.34'E. 

3. 51°20.92'N, 2°46.34'E. 

4. 51°21.38'N, 2°31.12'E. 

6.13 Inbound vessels for the Wandelaar Pilot Station using this

helicopter service are requested, in order to be identified on

radar, to report, as follows:

1. Two hours prior to arrival at KB Lighted Buoy

(51°21.1'N., 2°42.9'E.) on VHF channel 60 to Wandelaar

Approach.

2. Eastbound vessels—when passing East Dyck Lighted

Buoy (51°21.4'N., 2°31.2'E.) on VHF channel 65 to Traffic

Center Wandelaar. 

3. Southbound vessels—when passing SW Thornton

Lighted Buoy (51°31.0'N., 2°51.0'E.) on VHF channel 65 to

Traffic Center Wandelaar.

6.13 For inbound and outbound vessels using the Steenbank Pilot

Station, the helicopter service area is bounded by a circle of 4

miles radius centered on a position situated 2 miles NW of

Schouwenbank Lighted Buoy (51°45'N., 3°14'E.). Steenbank

Traffic Center may be contacted on VHF channel 64.

6.13 A remote radar-controlled shore-based pilotage service

(SBP) is available from the Wandelaar and Steenbank pilot

boarding positions for vessels bound to and from Belgium and

Netherlands ports, as follows:

1. Wandelaar approaches (Scheur/Willinger Fairway)—

Vessels not exceeding the following maximum dimensions

may obtain shore-based pilotage:

a. Vessels carrying dangerous cargo—less than 125m

in length, with a draft of less than 6m.

b. Vessels not carrying dangerous cargo, bound for

Zeebrugge—less than 169m in length, with a draft of less

than 8m.

c. Vessels not carrying dangerous cargo, bound for

other Belgian and Netherlands ports—less than 200m in

length, with a draft of less than 10m.

Vessels should contact Traffic Center Wandelaar 30

minutes before entering the VTS-SM area, on VHF channel

65, for advice on the possibility of obtaining shore-based

pilotage. Vessels will then be requested to transfer to Radar

Control Zeebrugge on VHF channel 4 to receive procedural

information.

2. Steenbank approaches (Oostgat Fairway).—Vessels

not exceeding the following maximum dimensions may obtain shore-based pilotage:

a. Vessels carrying dangerous cargo—less than 85m

in length with a draft of less than 4.5m.

b. Vessels not carrying dangerous cargo—less than

115m in length with a draft of less than 6.4m.

Vessels should contact Traffic Center Steenbank 30

minutes before entering the VTS-SM area, on VHF channel

64, for advice on the possibility of obtaining shore-based

pilotage.

6.13 Regulations.—Westerschelde Shipping Regulations apply

within both Netherlands and Belgian waters in the channels

leading to the roadstead at Vlissingen (Flushing) and in the

river to Antwerpen. These regulations are based on the International Rules of the Road (72 COLREGS), with some differences. The following are extracts from the regulations:

1. Vessels are considered to be constrained by their draft

and should exhibit the appropriate lights and signals, as follows:

a. When in the channel from Wielingen to Oudendijk

Front Range Light (51°21'N., 4°16'E.), with a length

greater than 200m and a draft greater than 10m.

b. From Oudendijk Front Range Light to Antwerpen,

with a length greater than 170m and a draft greater than

8m.

c. In Oostgat, with a length greater than 170m and a

draft greater than 7.5m.

2. The “main channel” in these waters consists of the

fairways, which lead through Wielingen and Oostgat and

meet in Vlissingen (Flushing) Roadstead, and the fairway

which leads E from there along the river to Antwerp. All

other channels are considered to be “tributary channels”.

3. Vessels crossing or leaving the main channel shall give

way to through traffic.

4. Vessels constrained by their draft have preference over

other vessels and small vessels shall give way to larger

vessels.

5. In Oostgat and upstream of Walsoorden (51°23’N.,

4°02’E.), vessels less than 12m in length shall not use the

main channel.

6. Overtaking shall be along the port side of the vessel

being overtaken, if practicable.

7. A vessel being towed shall exhibit a masthead light in

addition to those required by Rule 24 of the International

Rules of the Road (72 COLREGS).

8. A sailing vessel of 20m or more in length shall exhibit

at the masthead a red all-around light above a green allaround light.

9. A vessel at anchor shall exhibit both fore and aft riding

lights.

10. A vessel at anchor, moored, or aground, which may

risk damage from the wash of a passing vessel, shall exhibit

a red light above a white light or display a red and white flag.

11. A vessel proceeding to sea shall, when in Vlissingen

(Flushing) Roadstead, exhibit the following:

a. If using Wielingen, two green lights, vertically disposed, or the International flag signal WN.
Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 131

Pub. 192

b. If using Oostgat, one green light or the International flag signal O.

12. A vessel carrying out compass adjustment or calibration of radio direction finding equipment in Vlissingen

(Flushing) Roadstead shall exhibit one or more green flashing lights or the International flag signal OQ.

13. Loaded tankers, or those which are not gas free, shall

not proceed above Kallosluis (51°16'N., 4°17'E.) at night. 

14. Gas tankers will be escorted by patrol craft. They must

display flag B by day, or a red light at night, and their radar

must be serviceable. If the visibility is less than 2,000m, gas

tankers should not commence passage up river. Those over

170m in length will also be escorted by a tug above Saeftinge (51°22'N., 4°13'E.).

6.13 All vessels, including vessels at anchor, must maintain a

continuous listening watch on the appropriate VHF channel for

their Traffic Area (Sector).

6.13 All inbound vessels should send an ETA at least 6 hours in

advance of arrival at the appropriate pilot boarding place, with

amendments if it differs by 2 hours or more.

6.13 Vessels approaching from the N and bound for ports in

Belgium should send their ETA message to Pilot/VTS Steenbank through Scheveningen (PCH).

6.13 Vessels approaching from the W and bound for ports in

Belgium should send their ETA message to Pilot/VTS Wandelaar through Oostende (OST).

6.13 The ETA messages of vessels bound for Belgian ports must

include the following:

6.13 Vessels carrying dangerous cargoes, gas products, or which

last carried gas products and are not gas free are required to

send the following additional details:

1. Carriage, or not, of a valid Compliance Certificate

issued or recognized by the flag country and statement that

the ship is loaded in conformity to it.

2. Any deficiencies which may affect the ability to maneuver or the safety of navigation or any events affecting or

putting in danger the marine environment or connected

zones.

6.13 Vessels approaching from the N or W and bound for ports in

the Netherlands should send their ETA message to Pilotage

Vlissingen (Flushing) through Scheveningen (PCH) and state

the name of the appropriate pilot boarding station.

6.13 The ETA messages of vessels bound for Netherlands ports

must include the following:

6.13 All inbound vessels (bound for Belgium or Netherlands)

must report, as follows:

1. 30 minutes before entering the VTS-SM Operational Area, vessels must report to the appropriate Traffic

Area Center (Wandelaar on VHF channel 60 or Steenbank

on VHF channel 64). The report must include name,

position, draft, and destination. Vessels will then receive

voyage instructions.

2. When entering a VTS-SM Traffic Area (Sector) or

passing the appropriate call-in points, vessels must report

to the Area Center as detailed below. The report must

include name, position, destination, and ETA.

6.13 Reporting must be in Dutch or English languages only.

6.13 All inbound vessels must maintain a VHF listening watch on

the appropriate VHF channel.

6.13 Vessel Traffic Service.—Vessel Traffic Service Scheldemond (VTS-SM) operates in the approaches to the estuary of

the Westershelde and within the Schelde. It conssts of several

Traffic Areas (Sectors) and is mandatory for all inbound and

outbound vessels.

6.13 The VTS-SM Operational Area is divided into the following

Traffic Areas (Sectors):

1. Traffic Area Wandelaar.—The limits of this area are

formed by a line joining:

a. Position 51°18'N, 2°58'E. 

b. Middelkerkebank Lighted Buoy (51°18'N.,

2°43'E.).

c. A-Zuid Lighted Buoy (51°22'N., 2°37'E.).

d. AN Lighted Buoy (51°24'N., 2°37'E.).

e. Akkaert NE Lighted Buoy (51°27'N., 2°59'E.).

f. Scheur 2 Lighted Buoy (51°23'N., 2°58'E.).

g. A1 bis Lighted Buoy (51°22'N., 2°58'E.).

Vessels should report to the Traffic Center Wandelaar on

VHF channel 60 when aproaching the Area (Sector), in the

vicinity of the Belgium-France border. The call-in point

(outbound only) is A-Noord/A-Zuid Lighted Buoys

(51°22'N., 2°37'E.).

Vessels should report to the Traffic Center Wandelaar on

VHF channel 65 when entering the Area (Sector) at the ANoord/A-Zuid Lighted Buoys (51°22'N., 2°37'E.). The callDesignator Information Required

A Name, call sign, and flag. 

I

Port of destination and time (GMT)

of ETA at Wandelaar or Steenbank

Pilot Station.

O Draft (meters and centimeters). 

P Cargo and IMO category.

T Agent.

U Grt, length, and beam.

X

Additional remarks concerning damage, injury, navigability, equipment,

list, and general particulars.

Designator Information Required

A Name, call sign, and flag. 

B Date and time (GMT) of report.

I Port of destination.

J ETA at Wandelaar or Steenbank Pilot

Station.

O Draft (meters and centimeters).

P Cargo and IMO category.

T Agent.

U Grt, length, and beam.

X Any special particulars.
132 Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 

Pub. 192

in point (outbound without a pilot only) is A1 bis/S2 Lighted

Buoys (51°22'N., 2°58'E.).

2. Traffic Area Zeebrugge.—The limits of this area are

formed by a line joining:

a. The coast (51°18'N., 3°05'E.).

b. Position 51°18'N, 2°58'E.

c. A1 bis Lighted Buoy (51°22'N., 2°58'E.).

d. Scheur 2 Lighted Buoy (51°23'N., 2°58'E.).

e. Akkaert NE Lighted Buoy (51°27'N., 2°59'E.).

f. Westpit Lighted Buoy (51°34'N., 3°10'E.).

g. W4 Lighted Buoy (51°25'N., 3°25'E.).

h. W5 Lighted Buoy (51°24'N., 3°25'E.).

i. The coast (51°23'N., 3°25'E.).

Vessels should report to the Traffic Center Zeebrugge on

VHF channel 69. The call-in-points are at 3.5 miles NW of

Akkaert NE Lighted Buoy (51°27'N., 2°59'E.), Westpit

Lighted Buoy (51°34'N., 3°10'E.), and when entering Zeebrugge Roads. The report should include an ETA at Flushing

Roads and the approach route.

3. Traffic Area Steenbank.—The limits of this area are

formed by a line joining:

a. The coast (51°30'N., 3°30'E.).

b. OG13 Lighted Buoy (51°29'N., 3°30'E.).

c. W4 Lighted Buoy (51°25'N., 3°25'E.).

d. Westpit Lighted Buoy (51°34'N., 3°10'E.).

e. Position 51°50'N, 3°10'E.

f. SBO Lighted Buoy (51°50'N., 3°30'E.).

g. The coast (51°04'N., 3°30'E.).

Vessels should report to the Traffic Center Steenbank on

VHF channel 64. The call-in point is when passing latitude

51°50.0'N. The report should include an ETA at Flushing

Roads, the approach route, and a request for radar identification.

4. Traffic Area Vlissingen.—The limits of this area are

formed by:

a. The E limits of Traffic Areas (Sectors) Steenbank

and Zeebrugge.

b. A line extending between the N and S shores of the

river and passing through E3A Lighted Buoy and No. 8

Lighted Buoy .

Vessels should report to the Traffic Center Vlissingen on

VHF channel 14, when within this area and W of E3A

Lighted Buoy (51°24'N., 3°44'E.) or No. 8 Lighted Buoy

(51°23'N., 3°44'E.).

5. Traffic Area Terneuzen-Ghent.—The limits of this

area are formed by:

a. The E limit of Traffic Area Vlissingen.

b. A line extending between the N and S shores of the

river and passing through Buoys 32 and 35 (51°23'N.,

3°57'E.).

Vessels should report to the Radar Center Terneuzen on

VHF channel 3, when within this area and E of E3A Lighted

Buoy (51°24'N., 3°44'E.) or No. 8 Lighted Buoy (51°23'N.,

3°44'E.).

Vessels transiting the canal should report to Havendienst

Terneuzen Traffic Center, on VHF channel 11, when N of the

Zelgate Bridge, and to Havendienst Ghent Traffic Center, on

VHF channel 11, when S of the bridge. Vessels should also

report to Uitkijk Zelzate Traffic Center on VHF channel 11

when passing the Sas van Gent Bridge and when mooring at

Gent. 

6. Traffic Area Hansweert.—The limits of this area are

formed by:

a. The E limit of Traffic Area Terneuzen.

b. A line extending between the N and S shores of the

river and passing through Buoy 46 and Buoy 55 (51°24'N.,

4°02'E.).

Vessels should report to Centrale Hansweert Center on

VHF channel 65.

7. Traffic Area Antwerpen.—The limits of this area are

formed by:

a. The E limit of Traffic Area Hansweert.

b. A line extending between the N and S shores of the

river at No. 116 Lighted Buoy (51°14'N., 4°22'E.).

Vessels should report to Centrale Zandvliet on VHF

channel 12.

6.13 LNG vessels proceeding to Zeebrugge (Belgium) must report, as follows:

1. An ETA should be sent to VTS-SM 48 hours, 24

hours, 6 hours, and 1 hour prior to arrival at the boarding

position, about 1 mile E of A-Zuid Lighted Buoy (51°21'N.,

2°37'E.). Vessels must also report 24 hours before arrival that

they have no suspected defects. Any change to the ETA must

be reported immediately.

2. Vessels should report to Traffic Center Vlissingen

(Flushing) on VHF channel 14, Traffic Center Wandelaar on

VHF channel 65, Traffic Center Zeebrugge on VHF channel

69, and Port Control Zeebrugge on VHF channel 71, as

follows:

a. Immediately after embarking the pilot.

b. On passing A1 Lighted Buoy (51°22'N., 2°53'E.)

and VG3/VG4 Lighted Buoys (51°25'N., 2°53'E.).

c. On passing SZ Lighted Buoy (51°24'N., 3°07'E.). 

d. On passing Z Lighted Buoy (51°23'N., 3°10'E.). 

e. On passing Zeebrugge harbor breakwater.

Directions.—There are three main buoyed approach channels leading into Westerschelde; Wielingen, Scheur, and Oostgat. In addition, Deurloo leads across the banks, which lie between Wielingen and Oostgat, but is seldom used except by

fishing boats.

6.13 Scheur (51°24'N., 3°10'E.), the main deep-water approach

channel, leads in an E direction for about 20 miles from N of

the MOW 0 (51°24'N., 3°03'E.) lighted tide gauge platform to

Vlissingen (Flushing) Roads. It is marked by lighted buoys and

separated on the S side from the outer part of Wielingen by

Ribzand and Bol van Heit. The fairway has a dredged depth of

12.5m (2000). 

6.13 Two routes, which are marked by lighted buoys, lead from

the Wandelaar Pilot Station (51°22'N., 2°52'E.), at the E end of

the West Hinder TSS, to the outer entrance of the Scheur.

6.13 The route, known as Vaargeul 1, leads 5 miles NE and 9

miles ESE. It is entered between the GZ Lighted Buoy

(51°24.2'N., 2°44.6'E.) and the VG Lighted Buoy, moored 1.7

miles SE, and passes N of Akkaert Bank.

6.13 The other route leads 13 miles ENE and passes S of Akkaert

Bank. It is entered between the SWA Lighted Buoy

(51°22.3'N., 2°46.4'E.) and the MBN Lighted Buoy, moored

1.5 miles S. This route passes between the A1 Lighted Buoy
Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 133

Pub. 192

(51°22'N., 2°53'E.) and the Oostendebank N Lighted Buoy

(51°21'N., 2°53'E.).

6.13 A main route, known as the West Circuit, extends from the

Steenbank Pilot Station (51°45'N., 3°12'E.), situated about 1

mile W of the Schouwenbank Lighted Buoy (51°45'N.,

3°14'E.), to the vicinity of the outer entrance of Scheur. It leads

9 miles SSW and 14 miles SW. This route passes between

Schaar and Schouwenbank, between Rabs Bank and Middelbank, and through Westpit (51°32'N., 3°10'E.). Depending on

the precise route, depths in excess of 15m can be maintained

on the West Circuit.

6.13 For directions within Rede van Vlissingen (Flushing Road),

see paragraph 6.15.

6.13 Wielingen (51°23'N., 3°13'E.), the southernmost channel,

leads along the coast from the vicinity of Zeebrugge. Bol van

Knokke, Carolusbankje, and Sluissche Hompels lie on its N

side. This channel may be used by vessels with drafts of less

than 8m. It joins Scheur in the vicinity of the SW Lighted Buoy

(51°24'N., 3°18'E.).

6.13 Oostgat (51°23'N., 3°13'E.), the northernmost channel,

leads along the W coast of Walcheren between Kaloo, on its W

side, and Kueerens, on its E side. Galgeput and Sardijngeul are

continuations of Oostgat, which lead along the SW coast of

Walcheren and into the roadstead off Vlissingen (Flushing). A

least depth of 8.8m was reported (1985) to lie in mid-channel

in Galgeput. A least depth of 7m was reported (1985) to lie in

the fairway of Sardijngeul, which narrows to a width of only

90m.

6.13 Oostgat may be entered by a route which leads over

Steenbanken and has a least depth of 6.3m. It is marked by

Kaloo Lighted Buoy (51°35'N., 3°23'E.) and indicated by a

lighted range (Noordehoofd Westkapelle).

6.13 Oostgat may also be entered by a route which avoids

Steenbanken. Vessels should proceed S from the vicinity of the

Steenbank Pilot Station and pass E of Rabsbank Lighted Buoy

(51°38'N., 3°10'E.). Vessels should then steer SE and E to pass

S of ZSB Lighted Buoy (51°37'N., 3°15'E.) and N of OG1

Lighted Buoy (51°36'N., 3°20'E.). Vessels may then shape a

SE course for Kaloo Lighted Buoy and the channel entrance.

6.13 Deurloo (51°30'N., 3°24'E.), a secondary channel lying between Rassen and Raan, leads ESE and SE into Galgeput. It is

mainly used by fishing vessels and has a least depth of 2.5m.

Geul van Rassen, an alternate route, leads 2 miles S into

Deurloo and passes close E of Rassen.

6.13 Caution.—Numerous wrecks lie in the approaches to the

Westerschelde estuary and may best be seen on the chart.

Those wrecks situated in the vicinity of the fairways are

generally marked by lighted or unlighted buoys.

6.13 Several spoil ground areas lie in the approaches to the

Westershelde estuary and may best be seen on the chart.

6.13 A Mine Laying Practice Area, with a radius of 4 miles, lies

centered 7 miles NNW of A1 Lighted Buoy (51°22'N.,

2°53'E.). Additional Mine Laying Practice Areas lie centered

about 3.7 miles NNW of GZ Lighted Buoy (51°24.2'N.,

2°44.6'E.) and 2 miles SE of Oostende Bank N Lighted Buoy

(51°21'N., 2°53'E.). The limits of all these areas may best be

seen on the chart.

6.13 Vessels are advised to ascertain the latest channel depth

information from Vlissingen (Flushing) Radio Station or the

pilot stations.

6.13 With a falling tide, the ebb current is reported to set across

the S entrance of Sardijngeul. Vessels are advised to take precautions against being set onto the lighted buoys in this vicinity.

6.13 Large vessels, which are navigating with a favorable current,

should wait to allow those vessels stemming the current to pass

through Sardijngeul.

6.13 A rough sea is raised in the outer approaches off Westkapelle

when the current is in opposition to a strong wind.

6.13 The positions of navigational aids in the approaches are continually adjusted due to the frequent changes of the shoals and

depths.

6.13 Extensive crossing traffic may be encountered within the

Scheur near Scheur 3 Lighted Buoy (51°24'N., 3°03'E.) due to

ferries entering and leaving the fairway in this vicinity.

The Schelde

6.14 The Schelde (51°26'N., 3°35'E.) rises in N France,

crosses Belgium, and enters the Netherlands about 12 miles below Antwerpen. It then flows in a general W direction between

Zeeuwsch Vlaanderen, on the S side, and Zuid Beveland and

Walcheren, on the N side, to enter the North Sea off Vlissingen

(Flushing). That part of the river between Vlissingen and

Antwerpen, which passes through Netherlands territory, is

known as the Westerschelde.

6.14 Extensive drying banks and shoals occupy a large part of the

river from its mouth to Antwerpen and both banks are lined by

dikes. The main channel follows a winding course and is very

narrow in places. There are several tributary (secondary)

channels which can be used during daylight; however, vessels

must have a suitable draft and local knowledge. The depths,

limits, and directions of both the main and tributary channels

are subject to frequent changes and constant surveying and

dredging are necessary. Critical depths in the main channel are

found in the NW part of Zuidergat, in Overloop van Valkenisse, in Nauw van Bat, and in several places between Bat

and the main locks at Antwerpen.

6.14 Because of frequent changes in the channel depths and

shoals, no directions for the navigation of the river can be

given. Critical parts of the fairways in the main channel are

marked by lights and lighted beacons and indicated by

directional sector lights and lighted ranges. Changes to these

aids and the channel buoys are frequently carried out at very

short notice and local knowledge is required.

6.14 The principal ports described below are Vlissingen, Terneuzen, Gent, and Antwerpen. In addition, minor ports described include Breskens, Braakmanhaven, Hansweert, and

Bruxelles, which is connected with the Schelde above Anwerpen by the River Rupel and the Brussels Maritime Canal.

6.14 Depths—Limitations.—A continual dredging program is

carried out along the river. The maximum size of vessel allowed to enter is dependent on tidal conditions.

6.14 The distance from Wandelaar pilot station through Wielingen or Scheur to Vlissingen (Flushing) is about 33 miles.

From Flushing to Antwerpen, the distance through the main

channels is about 45 miles. At present, the main fairway to

Antwerpen passes through Honte, Pas van Terneuzen, Gat van

Ossenisse, and Zuidergat.

6.14 It is reported (1999) that a least depth of 12m exists between
134 Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 

Pub. 192

the river entrance and the main locks at Antwerpen. Between

the locks and the city river berths, a dredged depth of 8.6m is

maintained.

6.14 Vessels with drafts up to 15.2m can reach Antwerp on two

tides and those with drafts up to 14.6m on one tide. Vessels

with drafts up to 11.6m can usually reach the port independent

of the tide.

6.14 Overhead power cables, with a vertical clearance of 69m,

span the channel close W of Antwerp.

6.14 Caution.—Several submarine pipelines cross the river at

various places and may best be seen on the chart.

6.14 Several submarine cables cross the river and may best be

seen on the chart.

6.14 Because of the heavy traffic on the river at Antwerpen,

which includes numerous crossing barges, it is advisable to

take a tug. Tugs may also be required by larger vessels for the

bend at Nauw van Bat (51°24'N., 4°12'E.).

Rede Van Vlissingen (Flushing Road)

6.15 Rede van Vlissingen (51°26'N., 3°35'E.), the outermost part of the Schelde, is bounded on the S side by

Hoogeplaten (51°24'N., 3°40'E.), an extensive drying bank

which is separated from the S shore of the river by a narrow

channel. The W end of this bank is known as Plaat van Breskens and the E part as Hooge Springer. Spijkerplaat, portions

of which dry, lies in the middle of the river, N and NNW of

Hooge Springer. Hompels, a series of ridges, extends WNW

from the N part of Spijkerplaat to the E side of Rede van

Vlissingen.

6.15 Tides—Currents.—The flood current begins about 5 hours

before HW Vlissingen and has a mean rate of 1.5 knots. The

ebb current begins about 1 hour after HW Vlissingen and has a

mean rate of 2.5 knots. The flood current is strongest during its

fourth and fifth hour and is known locally as “De Run.” There

are tide rips off the W part of Vlissingen (Flushing) during the

last of the ebb, when the outgoing current meets the incoming

current from Sardijngeul.

6.15 Regulations.—The following rules apply within the Precautionary Area (see Directions):

1. The area shall be considered a “main channel” within

which crossing vessels shall give way, fishing vessels shall

not hinder other vessels, and small vessels shall give way to

larger vessels.

2. Anchoring is prohibited except in the designated

anchorage areas.

3. Outgoing vessels requiring a change of pilot shall

maintain the order in which they passed Schone Waardin

Light (51°27'N., 3°38'E.) and no attempt should be made to

alter this order by overtaking another vessel.

4. A yellow flashing light is exhibited from the Netherlands pilot station lookout tower (51°26'N., 3°34'E.) whenever incoming vessels are in Sardigngeul between Fort de

Nolle Light and SG-W Lighted Buoy. An outbound vessel

wishing to turn while the yellow flashing light is exhibited

must avoid going W of Roeiershoofd during the turning

maneuver.

6.15 Directions.—A Precautionary Area is situated within Rede

van Vlissingen (Flushing Road) and comprises the main channel and its approaches. Scheur, the main deep-water approach

channel, leads into the W side of this area and Oostgat, the NW

leads into its N part.

6.15 A Traffic Separation Scheme (TSS) is situated within the

Precautionary Area and may best be seen on the chart. This

scheme has not been adopted by the IMO.

6.15 The TSS separation zone is centered about 0.7 mile SSE of

Vlissingen Light (Flushing Light) (51°26.3'N., 3°34.5'E.). The

westbound traffic lane is situated to the N of the separation

zone and the eastbound lane is situated to the S of it.

6.15 Anchorage.—Wielingen North Anchorage Area is situated

N of the fairway, about 3.6 miles WSW of Vlissingen. It is

about 1.5 miles wide, marked by buoys, and may best be seen

on the chart. This area is generally used by vessels carrying

dangerous goods.

6.15 Wielingen South Anchorage Area is situated S of the fairway

and centered about 3 miles SW of Vlissingen. It is marked by

buoys and the limits may best be seen on the chart.

6.15 Flushing Road (Vlissingen) Anchorage Area is situated on

the S side of the fairway, S of Vlissingen. It is marked by buoys

and the limits may best be seen on the chart. This area is

reported to be not safe during strong winds.

6.15 Generally, anchorage berths are assigned by the pilot service.

During strong W winds, which make these berths unsafe, vessels can obtain good anchorage off Terneuzen.

6.15 Caution.—Vessels must exercise extreme caution when

navigating within Rede van Vlissingen. In addition to the

regular inbound and outbound traffic, large double-ended

ferries ply between Breskens, on the S side of the river, and

Vlissingen (Flushing). Vessels also maneuver to change pilots

or enter the nearby anchorages in this area. On occasion, large

vessels departing the anchorages in Everingen (51°23'N.,

3°47'E.) need to turn in Rede van Vlissingen prior to continuing their passage upriver.

Vlissingen (Flushing) (51°27'N., 3°36'E.)

World Port Index No. 31210

6.16 Vlissingen is a commercial port and the terminal of

the Kanaal door Walcheren. The harbor consists of three main

parts; Outer Harbor (Buitenhaven), a large tidal basin; Inner

Harbor (Binnenhaven), a wet dock; and Vlissingen Oost (East

Harbor), which is entered 3 miles E of the town and is also

known as Sloehaven. Koopmanshaven, a small basin used by

the pilot vessels, fronts the town. In addition, a riverside tanker

terminal is situated at Borssele, 3 miles SE of the entrance to

Vlissingen Oost (East Harbor).

6.16 Winds—Weather.—The prevailing winds are from the SW

and W. Winds from the E occur most often during the spring.

Fog occurs on an average of about 32 days per year and is most

prevalent during the winter. Ice does not hinder navigation in

the port or in its sea approaches.

6.16 Tides—Currents.—Tides at Vlissingen rise about 4.7m at

springs and 3.8m at neaps.

6.16 Depths—Limitations.—Outer Harbor (Buitenhaven), a

large tidal basin, is entered between two breakwaters, 274m

apart. The quay on the W side is 350m long with a depth of

11.5m alongside. An oil jetty, with a depth of 9.5m alongside,

is situated on the E side. A ro-ro terminal, with depths of 6 to

8m alongside, is situated at the N end.
Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 135

Pub. 192

6.16 Inner Harbor (Binnenhaven), comprised of two wet basins,

can be entered by two locks and a sluice gate. These basins

have about 390m of berthage, with depths of 6.4 to 7.3m

alongside. The largest lock is 140m long, 22m wide, and has a

depth of 5.4m on the sill at LW. Vessels up to 140m in length

can be handled in the basins. A marina and a shipyard are

situated at the E end of the Inner Harbor.

6.16 East Harbor (Sloehaven), a large complex, is entered through

a channel which leads between two moles. The fairway is

about 200m wide and dredged to a depth of 12.5m.

6.16 Quarleshaven, a basin, extends NE for 2 miles from the

harbor entrance. The main container quay, with facilities for

ro-ro vessels, is 900m long and has depths of 12.5 to 13m

alongside. Pechiney Quay, at the S side of the entrance, is

130m long and has a depth of 12.5m alongside.

6.16 An LPG terminal, with four jetties, is situated at the NE end

of Quarleshaven. Vessels up to 295m in length, 44m beam, and

13.5m draft can be accommodated.

6.16 Bijleveldhaven is located at the NW end of Quarleshaven.

This basin has 1,200m of total berthage, with a depth of 10.5m

alongside.

6.16 Cittershaven, a narrow basin, extends SE for 1.5 miles from

the E side of Quarleshaven. Kaloothaven, a coal facility, is

situated on the S side. The wharf is 650m long and has a depth

of 17.5m alongside. In addition, there are several private ore

and chemical quays, with depths of 5.5 to 11.5m alongside.

6.16 Vessels up to 150,000 dwt, 310m in length, and 15.2m draft

can be handled in the harbor.

6.16 Borssele Tanker Terminal (Total) is situated 3 miles SE of

East Harbor. It consists of a T-headed jetty and several mooring

dolphins. Vessels up to 100,000 dwt, 280m in length, and 15m

draft can be accommodated, but are subject to the HW depth

limits in the approach channels.

6.16 A repair yard in the NW part of Vlissingen Oost provides

two dry docks and a floating dock. The largest dry dock can

handle vessels up to 45,000 dwt. It is 215m long and 29.7m

wide. The floating dock can handle vessels up to 90.000 dwt. 

6.16 Aspect.—Old fortifications line the sea front of the port.

Prominent objects in the town include the tall spire of St.

Jacob’s Church, standing at the W end; a windmill standing 0.3

mile ESE of the church; and a water tower standing 0.4 mile

NW of the church. Conspicuous objects include the tall cranes

of the shipyard in the old section of the port and two chimneys,

125m high, standing 1 mile NE of the church.

6.16 Vlissingen Light (Flushing Light) is shown from a prominent

framework tower, 11m high, standing on the inner end of the W

pier at Koopmanshaven (51°26'N., 3°35'E.).

6.16 At East Harbor, the entrance and fairways through the basins

are indicated by lighted ranges. Several gantry cranes, standing

at the container berths, are conspicuous and 13 wind generators, standing on the E side of the entrance, are prominent.

Two prominent chimneys stand at the head of Cittershaven, 2

miles E of the entrance. In addition, two conspicuous chimneys

stand at the nuclear power station building, 2 miles ESE of the

entrance. The buildings of several chemical works situated in

the vicinity of Cittershaven are also prominent.

6.16 Pilotage.—Harbor pilotage is compulsory for merchant

vessels. Pilots are available 24 hours and may be contacted on

VHF channel 9. See Pilotage and Traffic Control for Westerschelde (paragraph 6.13).

6.16 Signals.—Sluicing signals are shown at the harbor locks

when sluicing is taking place, as follows:

1. By day—A blue flag bearing the word “Spuien.”

2. At night—Three red lights in the form of a triangle,

point up.

6.17 Kanaal door Walcheren (51°27'N., 3°35'E.), about 7

miles long, is entered through a lock in the Inner Harbor at

Vlissingen (Flushing). It extends to Veere (51°33'N., 3°40'E.),

a small harbor on the NE coast, and connects the

Westerschelde with Veerse Meer and the Oosterschelde. The

lock, in the Inner Harbor, is 35m wide and has a depth of 4.8m

on the sill. There are two locks at Veere; the larger lock is

135m long, 19.3m wide, and has a depth of 7.2m on the sill.

The canal is maintained at a least depth of 6.3m, and vessels up

to 130m in length, 18m wide, and 5.5m draft may enter.

Pilotage is compulsory.

6.17 Middelburg (51°30'N., 3°37'E.), a small port, is located on

the canal, 3.5 miles NNE of Vlissingen. There is 1,330m of

Vlissingen (Flushing)

Vlissingen Oost (Sloehaven)
136 Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 

Pub. 192

total quayage with depths of 2.7 to 5.4m alongside. There are

five bridges situated between Vlissingen and Middelburg, with

a maximum clearance of 19m.

6.18 Breskens (51°24'N., 3°34'E.), a small port, is located

on the S side of the river, 2.5 miles WSW of Vlissingen. It

consists of a commercial harbor and a ferry basin. The ferry

basin has a depth of 6.5m and is entered between two breakwaters, 150m apart.

6.18 The commercial harbor is entered between two breakwaters,

99m apart, and formed by two tidal basins. A channel, 15m

wide, leads from the entrance into the W basin and has a depth

of 4.4m. A wharf on the W side of the basin has 200m of

berthage with a depth of 4.4m alongside. A prominent grain

silo stands between the basins. The E basin has depths of 2.5 to

4.5m and is used by fishing vessels and yachts.

6.18 The basins are liable to silt and depths may be less than

charted.

6.18 Braakmanhaven (51°21'N., 3°46'E.), a large tidal basin, is

located on the S side of the river and the W side of Nieuw Neuzenpolder. The entrance channel is 225m wide and dredged to

a depth of 12.4m.

6.18 Braakman Wharf, consisting of a T-headed jetty, is situated

on the NE side of the basin and can accommodate vessels up to

140m in length.

6.18 Ocean Dock, 350m long, is situated on the SE side of the

basin and has a depth of 14.5m alongside at LLW. Vessels,

including LPG tankers, up to 100,000 dwt, 280m in length, and

15.2m draft can be accommodated at HW.

6.18 Pilotage into the basin is compulsory. The entrance and the

approaches are indicated by lighted ranges, which may best be

seen on the chart. Numerous prominent chimneys and flares

are situated close E of the basin in the vicinity of a chemical

works complex.

6.18 Anchorage.—Springergeul Anchorage Area is situated on

the S side of Pas van Terneuzen, 1.5 miles NW of the entrance

to Braakmanhaven. It is marked by buoys and the limits may

best be seen on the chart. In addition, five designated anchorage berths (A through E) are situated in Everingen, 2.2 miles N

of the entrance to Braakmanhaven.

Terneuzen (51°21'N., 3°49'E.)

World Port Index No. 31220

6.19 The port of Terneuzen derives its importance mainly

from its position at the entrance to the canal (Kanaal Terneuzen-Ghent), which leads to the Belgian port of Ghent. The harbor consists of three basins, namely West Harbour, East Harbour, and Veerhaven, and a riverside jetty.

6.19 Tides—Currents.—Tides rise about 4.9m at springs and

4.2m at neaps.

6.19 Off Terneuzen, the tidal currents attain velocities of 2.2 to

2.7 knots and are strongest on the S side of the fairway.

6.19 Depths—Limitations.—Veerhaven, the outer and former

ferry harbor, is now used by fishing vessels and yachts.

6.19 East Harbor provides access to the canal through a lock; it is

mainly used by inland waterway traffic (tugs and barges).

6.19 West Harbor, the largest basin, is used by ocean-going

vessels. It provides access to the inner harbor and the canal

through two locks. 

6.19 Vessels up to 256m in length, 34m beam, and 12.3m fresh

water draft can enter the canal through Westsluis, a lock at the

S end of the basin. Vessels up to 115m in length, 16m beam,

and 7.3m fresh water draft can enter the canal through Middensluis, a lock at the E side of the basin.

6.19 Four basins are located on the E side of the canal at Terneuzen, about 1 mile S of the locks, and form an inner harbor.

They provide facilities for general cargo, bulk, ro-ro, and

container vessels. There is about 3,700m of total quayage with

depths of 5 to 13.5m alongside. Vessels up to 87,000 dwt and

12.3m draft can be accommodated.

6.19 Schelde Jetty (Dow Chemical) is situated on the S side of the

main channel, about 1 mile WNW of the entrance to West

Harbor. Vessels up to 22,500 dwt and 200m in length can be

accommodated alongside. Drafts are only limited by the depths

in the main channel.

6.19 Pilotage.—Pilotage in the harbor and canal is compulsory.

See Pilotage and Traffic Control for the Westerschelde in paragraph 6.13.

6.19 Signals.—When one or more ocean-going vessels are about

to proceed into the river from West Harbor or East Harbor, a

flashing orange light is shown from the breakwater of West

Harbor to warn other traffic.

6.19 Vessels with a draft of 8m or more are considered to be constrained by their draft and should exhibit the appropriate lights

and signals when in the basins, locks, and canal.

6.19 Anchorage.—Two designated deep-water anchorage berths

are situated on the S side of the main channel, about 1.2 miles

E of the entrance to West Harbor.

6.19 Directions.—The principal route leads from Vlissingen

(Flushing) through the main channels of Honte, on the N side

of the river, and Pas van Terneuzen, on the S side.

6.19 Schaar van Spijkerplaat, Everingen, and Zuid Everingen are

tributary (secondary) channels in this part of the river. Schaar

van Spijkerplaat leads S of Honte into Pas van Terneuzen and

Terneuzen from S
Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 137

Pub. 192

is used by pleasure craft and small vessels. Everingen lies on

the N side of the river and is used by medium-sized vessels,

inland vessels, and pleasure craft. Designated anchorage berths

and a naval exercise area lie in this channel and may best be

seen on the chart. Zuid Everingen leads from the E part of

Everingen into Pas van Terneuzen and is used mostly by inland

vessels and pleasure craft.

6.19 Caution.—It is reported that vessels are not passed through

Westsluis lock if the river water level is more than 2m above

the MHW level.

6.19 It is reported that ocean-going vessels entering West Harbor

usually require a tug because of the strong tidal currents on the

S side of the channel.

6.20 Kanaal Terneuzen-Ghent (51°20'N., 3°49'E.) provides access for ocean-going vessels to the port of Ghent. In

addition, it gives Ghent and the inland waterways of Belgium

and France access to the waterway systems of the Rhine and

the Maas by way of the Westerschelde, Kanaal door Zuid

Beveland, and the Oosterschelde.

6.20 Vessels up to 265m in length, 34m beam, and 12.25m draft

can transit the canal by day and at night. These maximum permitted dimensions are the same as for the Westsluis at Terneuzen. Vessels up to 80,000 dwt have made the transit.

6.20 The canal, between Terneuzen and Ghent, is 17 miles long

and has a depth of 13.5m; about half is in the Netherlands and

the remainder in Belgium. The Netherlands section is 150m

wide, with a bottom width of 62m. The Belgian section is

200m wide, with a bottom width of 100m. The passage for

ocean-going vessels generally takes about 2 hours 30 minutes.

6.20 The canal is spanned by three swing bridges, which provide

navigable passages 60m wide. Due to heavy road traffic, the

bridges are closed to shipping between certain rush hour periods on weekdays. They are reported not to open until a vessel

approaches within 500m.

6.20 A power cable, with a vertical clearance of 48m, spans the

canal about 5.5 miles S of Zelzate.

6.20 No vessel may enter the canal unless equipped with VHF.

See Traffic Control for the Westerschelde in paragraph 6.14.

Speed restrictions are in force along the canal.

6.20 Draft restrictions of 3.5 to 5m are in force for vessels

entering the branch canals at Sluiskil, Driekwart, and Sas van

Ghent.

6.20 Sluiskil is situated 3 miles S of the lock at Terneuzen. There

is a quay, with facilities for coal, which is 395m long and has a

depth of 10m alongside.

6.20 Sas van Ghent is situated 3 miles S of Sluiskil. There is a

quay 210m long with a depth of 7.2m alongside.

6.20 Zelzate is situated 2.5 miles S of Sas van Ghent, There is a

quay, fronting the steel works, which is 1,050m long and has a

depth of 13.5m alongside. It can accommodate the largest vessels permitted to enter the canal. A turning basin is situated

close S of this quay; at this point the canal is 400m wide.

Ghent (Gent) (51°04'N., 3°44'E.)

World Port Index No. 31270

6.21 This inland port is connected with the Westerschelde

by Kanaal Terneuzen-Ghent, through which ocean-going vessels transit. It is also connected to the Belgian canal system and

the whole of the European inland waterway system.

6.21 The harbor consists of several basins and also includes a

section of the Kanaal Terneuzen-Ghent.

6.21 Depths—Limitations.—Vessels up to 265m in length, 34m

beam, and 12.25m draft can be accommodated.

6.21 That section of the canal, which extends S of Zelzate, lies

within the port limits. Petroleum refineries, storage depots,

factories, and other industrial establishments stand along the

sides of this stretch. Private wharves, with about 1,900m of

total berthage, are situated on the sides of the canal and have

depths of 7.5 to 13.5m alongside.

6.21 The principal basins, of which there are seven, are located at

the S end of the canal on the NE outskirts of the city. Four

older basins, with depths of 3.5 to 7.5m, lie to the S of these

basins and are used mainly by canal barges.

6.21 Sifferdok, a basin 300m wide, branches SSE from the canal.

It has 4,440m of total quayage, with depths of 13.5m alongside, and facilities for ro-ro and bulk vessels. A conspicuous

grain silo building, known as the Euro Silo, stands at the head

of this basin.

6.21 Grootdok, a basin 2,124m long and 165m wide, opens S

from the canal, 0.7 mile SSW of the entrance into Sifferdok.

Three parallel basins known as Noorddok, Middendok, and

Zuiddok indent the E side of Grootdok. These basins have

depths of 8.8 to 13.5m and facilities for ro-ro and bulk vessels.

6.21 Petroleumdock, entered close NE of Sifferdok, has depths up

to 13.5m alongside. This basin is reported (1993) to be closed

to tanker vessels and to have new facilities for general cargo

and reefer vessels.

6.21 Rodenhuizedok, entered 2 miles NE of Petroleumdock, has

790m of total quayage with depths of 12.3 to 13.5m alongside.

This basin has facilities for tanker and grain vessels.

6.21 Vessels up to 80,000 dwt can be accommodated within the

port.

The Schelde (Terneuzen to Antwerpen)

6.22 The Schelde above Terneuzen is 1.5 to 3.2 miles wide

as far as Bath. The river then narrows gradually to Antwerpen,

where it is less than 0.3 mile wide in places.

6.22 Although the main channels of the river are well-marked, the

numerous shifting banks, which partially dry, the critical channel depths, the strong tidal currents, and the heavy shipping

traffic make navigation difficult in this part of the river. In

addition, the navigational aids are subject to quick and frequent

changes.

6.22 The main channel between Terneuzen and Bath (51°24'N.,

4°12'E.) comprises the E part of Pas van Terneuzen, Overloop

van Hansweert, Zuidergat, Overloop van Valkenisse, and Nauw

van Bath. Tributary (secondary) channels branching from the

main fairway include Schaar van Waarde, Schaar van

Valkenisse, and Schaar van de Noord.

6.22 Middlegat, the former and now alternate main channel, lies

NW of Overloop van Hansweert. It is still marked by buoys,

but is little used due to silting at the S entrance.

6.22 Vessels of suitable draft, with local knowledge, should use

the tributary (secondary) channels, which are marked, during

daylight only. Such vessels, when entering the main channel,

must give way to other vessels.
138 Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 

Pub. 192

6.22 Numerous small harbors and piers are situated along both

sides of the river and are used by small local vessels, ferries,

and pleasure craft.

6.22 Between Bath and Antwerpen, only one area of middle

ground lies in the river, but shallow and drying banks extend

from both shores and occupy more than half the width of the

river.

6.22 Pas van Rilland is entered close above Bath and runs SSE

towards Antwerpen. A partly drying middle ground, known as

Plaat van Doel, lies from 3 to 4.5 miles above Bath. The main

channel passes NE and E of this middle ground. Schaar van

Ouden Doel, a tributary channel, passes SW of the middle

ground and is only suitable for small craft with local knowledge.

6.22 The N entrance to the Port of Antwerpen is situated E of

Plaat van Doel. The buildings and cooling towers of a nuclear

power station stand on the W side of the river, 1.5 miles SSW

of the port entrance, and are very conspicuous from down river.

6.22 The boundary between the Netherlands and Belgium is

situated 2 miles above Bath on the E side of the river, and 3

miles above Bath on the W side.

6.22 Caution.—The bend in the main channel off Bath is reported to be difficult for long and deep-draft vessels, especially

if traffic is proceeding in the opposite direction.

6.22 Ferries ply between the small harbors of Kruiningen, located

1 mile ESE of Hansweert, and Perkpolder, located 2.5 mile

SSE of Hansweert.

6.22 It has been reported that vessels have experienced difficulty

in steering when passing Bath and Hansweert at the change of

the tide due to shallow water and tide rips. Passage down the

river should be planned against the flood, adjusting the sailing

time to give adequate clearance in the higher reaches.

6.22 An overhead cable spans the main channel and the N entrance to the port. It has vertical clearances of 68m over the

channel and 74m over the entrance.

6.23 Hansweert (51°26'N., 4°01'E.), a small port, is situated on the N side of the river, about midway along the main

channel between Terneuzen and Bath. It is the S terminus of

Kanaal door Zuid Beveland, which connects with the inland

waterway system giving access to Oosterschelde and Rotterdam.

6.23 Tides—Currents.—Tides at Hansweert rise about 5.2m at

springs and 4.4m at neaps.

6.23 The tidal currents off the entrance are strong, but there are no

eddies.

6.23 Depths—Limitations.—The entrance fairway leads

between two breakwaters, 79m apart. Two locks provide access

to the canal, which has a depth of 6.5m, and both are 180m

long and 24m wide. A quay, 220m long, is situated on the W

side of the canal at Hansweert.

6.23 Vessels up to 140m in length, 14.5m beam, and 4.8m draft

can enter and transit the canal as far as Wemeldinge, 4 miles N.

6.23 At Wemeldinge, there are three locks giving access to the

harbor. The largest is 152m long and 16m wide.

6.23 The canal is crossed by several bridges, all of which have

drawspans, and by an overhead cable with a vertical clearance

of 33m.

6.23 Pilotage.—Pilotage through the canal is compulsory. Vessels

approaching or leaving the port should report to Radar Hansweert on VHF channel 65. See Traffic Control for the Westershelde in paragraph 6.13.

Antwerpen (Antwerp) (51°13'N., 4°24'E.)

World Port Index No. 31250

6.24 Antwerpen, also known as Anvers, is the most important port in Belgium and one of the principal ports in Europe. It

is located along the E bank of the Schelde, 48 miles above

Vlissingen (Flushing).

6.24 The port is connected to the Belgian inland waterways

system which provides access to most of the principal inland

waterways of the Netherlands, France, Switzerland, and Germany.

6.24 The harbor consists of river quays which border the city, at

the E side of the river; a complex of wet docks situated on the

E bank of the river and entered through several locks; and a

new extensive industrial dock area, entered through a lock, on

the W bank of the river.

6.24 Winds—Weather.—The prevailing winds are SW and W.

Fog occurs frequently on the river, but does not generally affect

the movement of vessels or working of cargo.

6.24 Ice.—During very severe winters, ice may impede traffic to

some extent, but icebreakers keep the port open.

6.24 Tides—Currents.—Tides rise about 5.8m at springs and

4.8m at neaps.

6.24 Depths—Limitations.—The riverside quays fronting the

city are divided into two sections, known as the Old River

Quays and the New River Quays. They are used mainly by

vessels which maintain regular service to and from the port.

6.24 The Old River Quays extend for almost 2 miles above the

entrance to Kattendijk Lock. The New River Quays extend for

1 mile above the upper end of the Old River Quays. These

quays have depths of 5 to 12m alongside.

6.24 Several large petroleum installations are situated along the

W side of the river above the upper end of the New River

Quays. The main berthing facilities for ocean-going tankers at

these installations are formed by an offshore wharf, which is

305m long and has depths of 7.5 to 9m alongside.

6.24 Europa Container Terminal is situated along the E side of the

river, close S of Berendrecht Lock. The quay is 1,500m long

and has depths of 13.1 to 13.5m alongside.

6.24 The extensive wet dock complex on the E bank of the river

can be entered through the following locks, listed from N to S,

as follows:

1. Zandvliet Lock, 500m long and 57m wide, has a

depth on the sill of 13.1m (17.8m at HW).

2. Berendrecht Lock, 500m long and 68m wide, has a

depth on the sill of 13.5m (17.8m at HW).

3. Boudewijn Lock, 360m long, 45m wide, has a depth

on the sill of 9.9m (14.5m at HW).

4. Van Cauwelaert Lock, 270m long and 35m wide, has

a depth on the sill of 9.4m (14m at HW).

5. Royers Lock, 180m long and 22m wide, has a depth

on the sill of 5.9m (10.6m at HW).
Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 139

Pub. 192

6. Kattendijk Lock, 110m long and 24.8m wide, has a

depth on the sill of 3m (7.6m at HW). This lock is reported

(2000) to be no longer used.

6.24 This wet dock complex includes the following main basins,

which are used by ocean-going vessels:

6.24 The extensive wet dock complex on the W bank of the river

serves a large industrial area. It can be entered through the

Kallo Lock, which is 360m long, 50m wide, and has a depth on

the sill of 11.4m (16m at HW).

6.24 This wet dock complex includes the following main basins,

which all have projected depths of 18m, as follows:

6.24 Other docks within this complex are under construction.

6.24 It is reported (2005) that Deurganck Dock, a new tidal container dock, has been constructed on the W bank. It provides

over 3,000m of quayage and is entered about 2.5 miles S of the

entrance to Berendrecht Lock.

6.24 An extensive marina for yachts is situated on the W side of

the river, 0.4 mile SW of Kattendijk Lock.

6.24 There are also several drydocks within the port. The largest

is 313m long and 50m wide. It can handle vessels up to

200,000 dwt.

6.24 The port has extensive facilities for passenger, auto ferries,

bulk, container, ro-ro, chemical, tanker, and LPG vessels.

6.24 It is reported (2000) that a vessel of 275,000 dwt, 335m in

length, 52m beam, and 15m draft was able to enter the port,

partly loaded. However, drafts are limited by the depths in the

river and the maximum draft allowed is 15.2m (2000).

6.24 Pilotage.—Pilotage is compulsory within the harbor. Vessels

should report to the Centrale Zandvliet Traffic Center on VHF

channel 12, when approaching or leaving the port.

6.24 Vessels should also maintain a VHF listening watch on VHF

channel 74 when in the docks. See Pilotage and Traffic Control

for the Westerschelde (Schelde). Deep-sea pilots for the English Channel and the North Sea may be ordered from Antwerpen.

6.24 Regulations.—The pilotage building and river navigation

offices are situated about 0.3 mile S of Kattendijk Lock. The

War Memorial to Seamen stands in front of these buildings and

it is customary for vessels to dip their ensigns when passing it.

6.24 Anchorage.—Anchorage berths in the vicinity of the port

are subject to regulation by the maritime police who communicate instructions and information to the river pilots.

6.24 If it is necessary for a vessel to anchor before passing

through the locks, a berth along the W side of the river, below

No. 99 Lighted Buoy, will be designated. 

6.24 Special anchorage areas, reserved for government vessels

and pleasure craft, border the W bank of the river.

Basin Quayage Depths

Kanaaldok B1 3,249m 16.7m

Kanaaldok B2 800m 16.7m

Kanaaldok B3 2,549m 15.2m

Delwaidedok 4,660m 16.7m 

Churchilldok 5,037m 15.2m

Grain Dock 1,213m 6.2 to 10.2m

Hansadok 5,243m 12.0 to 15.2m 

Hansadok 2 1,680m 10.7m 

Havendok 3 2,110m 11.6 to 14.7m

Havendok 4 2,350m 12.0 to 13.2m

Havendok 5 4,495m 12.0m

Havendok 6 3,785m 15.2m

Leopoldok 1,000m 11.3m

Industriedok 1,640m 12.0m 

Albertdok 5,124m 9.5 to 12.0m

Amerikadok 2,355m 7.5 to 14.6m 

Marshalldok 3,656m 12.0m

Zandvliet Lock

Basin Quayage

Waaslandkanaal 2,680m 

 Zuidelijk Insteekdok 1,500m 

Boudewijn Lock

Noorddelijk Insteekdok 2,020m 

Vrasenedok 4,400m 

Doeldok 1,200m
140 Sector 6. Belgium and the Netherlands—Nieuwpoort to Westkapelle 

Pub. 192

6.24 Caution.—Several submarine pipelines extend across the

river in the vicinity of the port and may best be seen on the

chart.

6.24 A road tunnel extends across the river about 3.2 miles above

the entrance to Berendrecht Lock.

6.25 Bruxelles (Brussels) (50°52'N., 4°21'E.) (World Port

Index No. 31260) can be reached by way of the Schelde, above

Antwerpen. Vessels enter the Rupel River, 5.5 miles above the

upper river quays at Antwerpen, and then proceed for 1.5 miles

to Wintham, at the entrance to the Brussels Maritime Canal.

This canal extends for 16 miles to the port.

6.25 Depths—Limitations.—The canal has a depth of 6.5m and

is 60 to 100m wide. It is divided into three sections which are

connected by locks. The largest lock for each section is 114.1m

long and 16m wide.

6.25 Several lift and swing bridges span the canal and have a

minimum vertical clearance of 30.5m.

6.25 The harbor is comprised of three basins; Avant Port, Beco

Dock, and Vergote Dock. These have 5,000m of total quayage,

with depths of 3.5 to 6.5m alongside. Vessels up to 106m in

length, 14.8m beam, and 5.8m draft can enter the canal and

reach the port.

6.25 Aspect.—The fairway of the Schelde above Antwerpen is

not marked, but lies roughly in the center of the river. The

entrance to the River Rupel is indicated by a lighted range and

its fairway, as far as the canal entrance, is marked by beacons.

6.25 Pilotage.—River pilots are available at Antwerpen and canal

pilots board at Wintham. See Pilotage for the Westerschelde

(Schelde). It is reported that passage time, due to locks and

bridges, is between 5 and 9 hours. Ocean-going vessels have

priority over barges and northbound ocean-going vessels have

priority over southbound ocean-going vessels.

6.25 Caution.—Numerous barges are generally encountered.

Vessels are normally accompanied by tugs which hold them in

mid-channel when waiting for the locks and bridges.
141

Pub. 192

7.

The Netherlands—Westkapelle to Terschelling

7.0Additional chart coverage may be found in NGA/DLIS Catalog of Maps, Charts, and Related Products (Unlimited Distribution).

SECTOR 7 — CHART INFORMATION
143

Pub. 192

SECTOR 7 

THE NETHERLANDS—WESTKAPELLE TO TERSCHELLING

7.0 Plan.—This sector describes the coast of the Netherlands

between Westkapelle, the W extremity of Walcheren, and the

Hoek van Holland and the waterway to the port of Rotterdam.

It includes the off-lying banks and deeps which front this part

of the coast. In addition, the coast between Hoek van Holland

and Terschelling is described including the ports of IJmuiden

and Amsterdam. The descriptive sequence is S to N. 

General Remarks

7.1 Winds—Weather.—Fog may be encountered at anytime, but is most prevalent from January to June in the areas off

the coast. It has a relatively high frequency during the months

of May and June, but there is little fog in August and September. Inland, near the ports, the foggiest period is October to

March; the least foggiest period is May to July.

7.1 Caution.—Numerous production platforms, wells, and gas

and oil pipelines lie in the waters off the Netherlands coast and

may best be seen on the charts. Extreme caution is advised

when navigating in the vicinity of such facilities. Some of the

production platforms are equipped with racons.

7.1 The principal oil and gas fields in the area are listed below:

1. Rijn Oil and Gas Field (52°18'N., 3°47'E.).

2. Helder Oil Field (52°56'N., 4°09'E.).

3. Helm Oil Field (52°52'N., 4°08'E.).

7.1 For locations of oil and gas fields lying in the vicinity of the

offshore Deep Water Routes, see paragraph 8.6.

Walcheren to the Hoek van Holland

7.2 The coastal area between Westkapelle, on Walcheren,

and the Hoek van Holland, 36 miles NE, consists of a number

of low islands and off-lying banks. A complex network of

waterways, through which the Oosterschelde and the River

Maas discharge into the sea, extends between these islands.

With the exception of the Nieuwe Waterweg, which leads to

the ports of Rotterdam and Dordrecht, these waters are navigated by small inland vessels and are of little interest to oceangoing vessels.

7.2 The outer islands, named from S to N, are Schouwen,

Goeree, Voorne, and Rozenburg. Sand dunes, up to 27m high,

stand on their W sides, but elsewhere the islands are generally

protected by dikes. The E parts of Schouwen, Goeree, and

Voorne are known, respectively, as Duiveland, Overflakkee,

and Putten.

7.2 The principal inner islands are Noord Beveland, Zuid

Beveland, Tolen, Beijerland, and IJsselmonde. They are all low

and surrounded by dikes.

7.2 The off-lying banks are found within 9 to 18 miles of the W

sides of the above named outer islands. These banks are

elongated in a NE/SW direction and are separated by deeps,

which are used by coastal vessels bound for the Westerschelde

or the Hoek van Holland. The principal banks are Schouwenbank, Schaar, Middlebank, and Steenbanken. Bollen van

Goeree is part of the coastal bank which lies in the approaches

to the Hoek van Holland.

7.2 Zeegat van Zieriksee, the entrance to the Oosterschelde, lies

between Walcheren and Schouwen.

7.2 The inner estuary of the River Maas is accessible through the

Zeegat van Goeree, which lies between Goeree and Voorne,

and the Nieuwe Waterweg, which is entered at the Hoek van

Holland.

7.2 In addition to the large ports of Rotterdam and Dordrecht,

there are numerous small harbors and loading places amongst

the islands within this area. There are also several canals. The

principal one is Kanaal door Zuid Beveland (described in

paragraph 6.20), which cuts across the island of Zuid Beveland. This canal may be entered at Wemeldinge, on the N coast

of Zuid Beveland, and provides access to the Westerschelde.

Kanaal door Walcheren (described in paragraph 6.17), which is

entered at Veere, passes through Middelburg and connects with

Vlissingen (Flushing).

Aspect.—Prior to the implementation of the delta program,

three main waterways lead through the islands which lie

between Walcheren and the Hoek van Holland. These were the

Oosterschelde and the two branches of the Maas which entered

the sea through Zeegat van Brouwershaven and Zeegat van

Goeree. In 1970, Zeegat van Brouwershaven was completely

closed by a dam constructed between Schouwen and Goeree.

Zeegat van Goeree was closed by a similar dam which extends

from Goeree to Voorne, but access is provided to small vessels

through a lock situated near its SW root. Oosterschelde is

closed by a storm surge barrier; a lock, located at the S end,

provides access to small vessels.

7.2 Oosterschelde lies with Walcheren, Noord Beveland, and

Zuid Beveland on its S side and Schouwen and Tholen on its N

side. This waterway no longer has any natural connections with

the Westerschelde or the Schelde, because it terminates at the

Noord Brabant coast, 28 miles within the entrance. However,

there is access from the Oosterschelde to the Westerschelde

through the Kanaal door Zuid Beveland. The Oosterschelde is

connected with the estuary of the Maas by a waterway which

leads between Duiveland, on the W side, and Saint Philipsland

and Tholen, on the E and SE sides. Hence, Oosterschelde can

be considered an outlet of the Maas.

7.2 West Schouwen Light (51°43'N., 3°42'E.) is shown from a

prominent tower, 50m high, standing on the N side of the

entrance to the Oosterschelde. The tower is reported to be

difficult to identify in some conditions of light.

7.2 The main inland water route between Antwerpen and

Rotterdam leads from Wemeldinge, the N terminal of the

Kanaal door Zuid Beveland, through the waters E of Duiveland

and Overflakkee into Hollandsch Diep. It then continues N

through Dordsche Kil to the Oude Maas and the ports of

Dordrecht and Rotterdam.

7.2 Oosterschelde is comprised mainly of an outer part, called

Zeegat van Zieriksee, and an inner part, which leads to the

Noord Brabant coast. Two principal channels, Roompot and
144 Sector 7. The Netherlands—Westkapelle to Terschelling 

Pub. 192

Oude Roompot, lead into Zeegat van Zieriksee. The main

approach to the lock at the S end of the Oosterschelde barrier is

through Westgat and Oude Roompot. An alternate channel

through Roompot runs along the N coast of Walcheren. Inside

the waterway, there are numerous detached shoal banks and

flats, some of which dry. Several channels meander between

these banks and flats and the navigable ones are marked by

buoys.

7.2 There are many small ports and loading places in these

waters. However, the facilities at these places can only accommodate small inland vessels and ferry boats. Although Dordrecht can be reached through these waters, ocean-going vessels

approach this port through the Nieuwe Waterweg and the Oude

Maas.

7.2 Pilotage.—Pilotage is compulsory for vessels over 40m in

length and all vessels carrying oil, gas, or chemicals (fully or

partially loaded). Pilots for the Oosterschelde are available at

the Steenbank pilot vessel, which is stationed 1 mile W of

Schouwenbank Lighted Buoy (51°45'N., 3°14'E.). Vessels

should send a request for pilot and ETA at least 6 hours in

advance. For details of the pilot station and traffic control, see

Pilotage for the Westerschelde in paragraph 6.13.

7.2 Caution.—Several dangerous wrecks lie in the vicinity of

the off-lying banks and may best be seen on the chart.

7.2 The depths off this coast are constantly changing; vessels are

advised to take frequent soundings when navigating in this

area.

7.2 Several submarine cables and pipelines extend seaward from

the islands and may best be seen on the chart.

7.2 Local knowledge is required to navigate within the Oosterschelde and approaches.

Off-lying Banks

7.3 The sea area within 20 miles NW of Westkapelle and

4 miles W of the Hoek van Holland consists of an extensive

coastal bank and several fairly large detached banks, which

have shoal ridges with depths of less than 9m.

7.3 Steenbanken is the innermost bank and Schouwenbank is the

outermost. Numerous patches, with depths of 14 to 18m, lie

seaward of the latter.

7.3 Schaar (51°41'N., 3°10'E.), the westernmost of the off-lying

banks, lies N of Rabs Bank and near the SW end of Schouwenbank. It has depths of 10 to 18m, with the least depth lying

about 15 miles NW of Westkapelle.

7.3 Schouwenbank (51°46'N., 3°24'E.) is about 0.5 mile wide

and generally steep-to on both sides. Two detached ridges, with

general depths of less than 11m, lie on this bank. The N ridge

has a least depth of 7m and the S ridge a least depth of 6.4m.

7.3 Schouwendiep lies between Schouwenbank and Middelbank. It is 1 to 1.8 miles wide and has depths of 18 to 32m.

7.3 Middelbank (51°42'N., 3°21'E.), the longest of the off-lying

banks, runs parallel to Schouwenbank and is steep-to on both

sides. Its NE end joins the coastal bank and the SW end almost

reaches Rabs Bank. Three detached ridges, with general depths

of less than 11m, lie on this bank. The N ridge has a least depth

of 6.6m, the S ridge has a least depth of 7.3m, and the central

ridge has a least depth of 9.1m.

7.3 Middeldiep lies between Middelbank and Steenbanken and

is about 2 miles wide. It has depths of 18 to 29m and is marked

by buoys on its S side.

7.3 Steenbanken (51°40'N., 3°24'E.), steep-to on its NW and

SE sides, curves to join Middelbank at its SW end. A ridge,

with general depths of less than 11m, extends almost along the

entire length of this bank. The NE part of this ridge has a least

depth of 3.8m and the SW part has a least depth of 4.9m.

7.3 Steendiep, with depths of 18 to 27m, lies between the SE

side of Steenbanken and the coastal bank which extends from

Walcheren. This channel is marked by buoys on its NW side.

7.3 Bollen van Goeree (51°51'N., 3°40'E.) and Buitenbank are

two long spurs of the coastal bank which front the islands of

Schouwen, Goeree, and Voorne. Both these spurs extend in a

WSW direction. Buitenbank, the outer spur, has a least depth

of 11m lying 9.8 miles NW of the W extremity of Goeree.

Bollen van Goeree extends almost to the NE end of Schouwenbank and has two detached depths of 7.9 and 8.8m lying

near its SW end.

Approaches to Nieuwe Waterweg (Europoort and

Rotterdam)

7.4 Hoek van Holland (51°59'N., 4°07'E.) is the N entrance point of Nieuwe Waterweg. A breakwater extends

WNW for 2 miles from the point and protects the entrance of

the waterway from N.

7.4 Noord Hinder Lighted Buoy (52°00'N., 2°51'E.), equipped

with a racon, is moored near the middle of the Noord Hinder

Junction Precautionary Area.

7.4 Goeree Light (51°55'N., 3°40'E.) is shown from a prominent tower on a platform standing on the S side of the approaches, 16 miles WSW of Hoek van Holland. A racon is

situated at the platform.

7.4 Europlatform (52°00'N., 3°17'E.), a prominent weather observation and light tower, stands 31 miles W of Hoek van Holland.

7.4 Euro Lighted Buoy (51°57'N., 3°10'E.) is moored at the

outer entrance to the deep-water dredged channel, 34 miles W

of Hoek van Holland.

West Schouwen Light
Sector 7. The Netherlands—Westkapelle to Terschelling 145

Pub. 192

7.4 NHR-SE Lighted Buoy (51°45'N., 2°40'E.), equipped with

a racon, is moored at the S side of the Noord Hinder Junction

Precautionary Area, at the N end of the Noord Hinder South

TSS.

7.4 NHR-N Lighted Buoy (52°11'N., 3°05'E.), equipped with a

racon, is moored about 14 miles NE of Noord Hinder Lighted

Buoy and marks the Noord Hinder North TSS.

7.4 Maas Center Lighted Buoy (52°01'N., 3°54'E.), equipped

with a racon, is moored 6 miles WNW of the head of the N

breakwater.

7.4 Maasvlakte Light (51°58'N., 4°01'E.) is shown from a

prominent tower, 62m high, standing on the S side of the

entrance to Nieuwe Waterweg, 2 miles SSW of the head of the

N breakwater.

7.4 Westhoofd Light (51°49'N., 3°52'E.) is shown from a

prominent tower, 52m high, standing 11 miles SE of Maasvlakte Light.

7.4 Depths—Limitations.—Traffic Separation Schemes (TSS)

and Deep-Water Routes (Channels), which are IMO-adopted,

are situated in the approaches to Nieuwe Waterweg as depicted

on the graphics in paragraph 6.1. The positions of the various

TSS schemes and routes, including the relevant navigation

aids, may best be seen on the charts.

7.4 The Mariners Routing Guide, British Admiralty Chart 5500,

contains Passage Planning Chartlets which indicate the routes

through the English Channel, Dover Strait, and the S part of the

North Sea. Information concerning regulations, pilotage, and

radio reporting systems is also included.

7.4 A recommendation has been adopted by the IMO that all

vessels navigating in the vicinity of the English Channel,

Dover Strait, and North Sea should have on board the latest

edition of Chart 5500 (British Admiralty) or other equivalent

guide.

7.4 The combined traffic lanes lead about 130 miles in a general

SW direction from the Noord Hinder Junction Precautionary

Area to the vicinity of the Greenwich Lightfloat (50°24'N.,

0°00').

7.4 Deep-Draft Tracks have been established within the Traffic

Separation Schemes (TSS) and Deep-Water Routes situated in

the English Channel, Dover Strait, and the S part of the North

Sea. The tracks are for the use of large vessels and take advantage of the best water available; however, these tracks are not to

be considered recommended tracks as certain portions of each

track pass through areas which may be subject to change. 

7.4 The controlling depth in the northeastbound Deep Draft

Track is reported to be 27.3m. The controlling depth in the

southwestbound Deep Draft Track is reported to be 23m,

which is found over a swept wreck lying close SE of The Varne

(50°58'N., 1°20'E.).

7.4 Vessels with drafts up to 22m, 22.55m in favorable conditions, can use the northeastbound track. The maximum draft

for the southwestbound track is not stipulated; however, specific under keel clearances are advised.

7.4 For details of waypoints, under keel clearances concerning

the Deep Water Routes within the Dover Strait TSS and Noord

Hinder South TSS, and additional navigational information,

see Pub. 191, Sailing Directions (Enroute) English Channel

(Sector 6).

7.4 The Noord Hinder Junction Precautionary Area (51°55'N.,

2°50'E.) is centered about 45 miles W of Hoek van Holland.

The Noord Hinder South TSS extends SW from the SW side of

this area and the Noord Hinder North TSS extends NE from the

NE side of this area. North Sea Deep-Water Routes connect to

the W side of the area.

7.4 Vessels should proceed with caution in the precautionary

area where the traffic lanes merge. Vessels should, if practicable, remain outside a circular area, with a diameter of 1

mile, centered on North Hinder Lighted Buoy. All vessels

navigating within the Precautionary Area should keep the

above circular area on the port side unless the depths, traffic

density, pilotage (helicopter operations), or weather conditions

warrant otherwise.

7.4 The Maas TSS, which is the principal approach to the

entrance of Nieuwe Waterweg, extends E from the E side of the

above Precautionary Area. It consists of the following parts:

1. Maas West Outer TSS (51°58'N., 3°15'E.), which is

centered 32 miles W of Hoek van Holland. The eastbound

traffic lane is situated on its S side and the northbound traffic

lane is situated on its N side.

 Maasvlakte Light

Westhoofd Light
146 Sector 7. The Netherlands—Westkapelle to Terschelling 

Pub. 192

2. Maas West Inner TSS (52°01'N., 3°40'E.), which is

centered 15 miles W of Hoek van Holland. The eastbound

traffic lane is situated on its S side and the northbound traffic

lane is situated on its N side.

3. Maas Precautionary Area (52°01'N., 3°54'E.), which

is centered 8 miles W of Hoek van Holland.

4. Maas North TSS (52°05'N., 3°55'E.), which is centered 10 miles NW of Hoek van Holland. The southbound

traffic lane is situated on its W side and the northbound

traffic lane is situated on its E side.

5. Inshore Traffic Zone (51°55'N., 3°45'E.), which is

centered 13 miles SW of Hoek van Holland.

7.4 Vessels should proceed with caution in the Maas Precautionary Area where the traffic lanes merge. Vessels which are

not compelled to adhere to the Deep Water Route should, if

practicable, remain outside a circular area, with a diameter of 1

mile, located N of Maas Center Lighted Buoy (52°01'N.,

3°54'E.). All vessels navigating within the Maas Precautionary

Area should keep the above circular area on the port side

unless the depths, traffic density, pilotage (helicopter operations), or weather conditions warrant otherwise.

7.4 In the area lying between the Maas West Outer TSS and the

Maas West Inner TSS, shipping routes cross each other or

converge. Such routes include the Texel TSS to Westerschelde

and Maas to Westerschelde.

7.4 The inbound and outbound lanes of the Maas TSS have

depths in excess of 17m.

7.5 Eurogeul Approach Area (51°58'N., 3°06'E.) lies on

the E side of the Noord Hinder Junction Precautionary Area

and has a least depth of 25m. It is entered from the Deep Water

Route. Vessels with only a short wait for the tide may remain

underway in the W part of this area.

7.5 Eurogeul (52°00'N., 3°32'E.) is a deep water dredged

approach channel. It is entered at the E side of the Eurogeul

Approach Area, close N of Euro Lighted Buoy. This channel

extends ENE to Maas Center Lighted Buoy, passing through

the separation zones of the Maas West Outer TSS and the Maas

West Inner TSS. The center fairway, which is 600m wide, has

depths of 24 to 24.5m. It is bordered on both sides by dredged

areas, 300m wide, which have depths of 22m.

7.5 Three dredged turning spaces, each with a diameter of

2,700m, are located along Eurogeul and may best be seen on

the chart. The first lies within the separation zone of Maas

West Outer TSS, the second lies S of the channel and close W

of Maas West Inner TSS, and the third lies close ENE of Maas

Center Lighted Buoy (52°01'N., 3°54'E.).

7.5 Maasgeul (52°00'N., 4°00'E.), an inner deep water channel,

leads ESE for 6 miles from the E end of Eurogeul, at Maas

Center Lighted Buoy, into Maasmond, S of the head of the N

breakwater. This channel is 600m at the W end and narrows to

a width of 500m at the E end. It has a dredged depth of 23.4m.

7.5 Maasmond (51°59'N., 4°03'E.), an entrance channel, leads

ESE for about 1.5 miles from the head of the N breakwater. It

has a depth of 22.8m and divides into two branches. The N

branch leads into Nieuwe Waterweg and the S branch leads

into Calandkanaal and Europoort.

7.5 The above channels are marked by lighted buoys or lighted

ranges, which may best be seen on the chart.

7.5 Vessels with drafts up to 22.55m can transit these approach

channels, in favorable conditions, and reach Europoort. Vessels

with drafts up to 20m can normally transit at any time (see

Regulations—General described below).

7.5 Pilotage.—Vessels without local knowledge of the approaches should obtain a deep-sea pilot. Vessels bound for the

waterway through the English Channel, with drafts of 20.7m

and over, should request a sea pilot to board by helicopter off

Cherbourg. Such vessels should send a request for pilot at least

24 hours in advance to the Central Traffic Control (HCC)

Rotterdam through Scheveningen (PCH). 

7.5 The message should include the following information

1. Vessel name.

2. Call sign.

3. Gross registered tons.

4. Salt water draft.

5. ETA at pilot boarding position off Cherbourg (13

miles N of Cap de la Hague).

6. A request for Euro Channel pilot to board by helicopter.

7. A confirmation that gyro, radar, and VHF are functioning or whether an expert is required for this equipment.

8. A request for information after passing Cherbourg.

7.5 This message should be amended or confirmed at least 12

hours in advance.

7.5 After passing Cherbourg, the above vessels will be provided

with information by the HCC concerning sea and/or depth

conditions at the critical areas along their intended track,

including the vicinity of Twin Lighted Buoy (51°32'N.,

2°23'E.). They should not pass the abort point (50°29'N.,

0°53'E.) unless conditions in the vicinity of Twin Lighted Buoy

are normal, nor enter the Dover Strait TSS if their radar is not

working.

7.5 Pilotage in the waterway is compulsory for all vessels over

90m in length, all vessels between 70m and 90m in length unless an exemption has been issued, and all vessels carrying

dangerous cargo. 

7.5 Vessels with drafts of less than 17.4m should send a request

for pilotage at least 6 hours in advance through Scheveningen

(PCH) or Maas Approach (see Regulations) on VHF channel 1.

The message should include the words “Pilot Station” in addition to the vessel’s name, call sign, grt, draft, destination, and

ETA. An updated message should be sent if the ETA changes

by over 1 hour.

7.5 Vessels with drafts of 17.4m and over should send a request

for pilotage and ETA message at least 8 hours in advance. They

are considered to be channel-bound and must approach via

Eurogeul and Maasgeul (see Regulations—General).

7.5 Pilots board in the following positions:

1. Vessels with a draft of less than 14.3m:

a. By pilot vessel, in position 51°59.0'N, 3°47.3'E (4

mile SW of Maas Center Lighted Buoy) .

b. By helicopter for vessels arriving from N, in the

southbound lane of Maas North TSS where the exact position will be advised by VTS.

c. By helicopter for vessels arriving from W, in the

eastbound lane of Maas West Inner/Outer TSS where the

exact position will be advised by VTS.

2. Vessels with drafts between 14.3m and 17.4m, by pilot

vessel or helicopter in the vicinity of E13 Lighted Buoy

(52°01'N., 3°44'E.) in the Eurogeul. The decision on whether
Sector 7. The Netherlands—Westkapelle to Terschelling 147

Pub. 192

the pilot embarks by pilot vessel or helicopter is made by the

pilot.

3. Vessels with drafts of over 17.4m and up to 22.55m,

by helicopter in position 52°00'N, 3°00'E. 

7.5 All vessels requiring a pilot to embark by helicopter should

include this request in their ETA message and state their direction of approach.

7.5 When the helicopter has arrived within VHF range, it will

contact the vessel by VHF on the appropriate VTS Sector

channel. This generally takes place when the helicopter is

between 20 and 40 miles from the vessel. The call sign of the

helicopter will be the word “Pilot Helicopter” followed by its

registration letters as quoted by the VTS Traffic Center, Hoek

van Holland.

7.5 As soon as VHF contact has been established, the vessel

should advise the helicopter of its position, course, and speed;

the actual wind direction and wind speed across the deck; and

any pitching or rolling conditions. The helicopter will then

confirm acceptance of the conditions or will request the vessel

to change course and/or speed.

7.5 Generally, helicopters operate in winds up to 55 knots (Force

10) and when the visibility is in excess of 0.75 mile by night

and 0.5 mile by day at a height of 46m (150 feet). However,

severe turbulence or icing below 46m may cause the service to

be withdrawn.

7.5 All inbound vessels must report to Pilot Maas on VHF

channel 2, giving their name and call sign, when leaving the

Maas Approach Sector (see Regulations—Traffic Control).

7.5 The pilot station can be contacted by e-mail, as follows:

7.5 Regulations..—Vessels with drafts of 17.4m and over must

use the Eurogeul and Maasgeul channels (see Depths—

Limitations in paragraph 7.4).

7.5 Vessels with drafts of between 14.3m and 17.4m are strongly

recommended to use the Eurogeul and Maasgeul channels.

Such vessels may enter the channels at the W end of Eurogeul,

4.5 miles WSW of the Europlatform (52°00'N., 3°17'E.), or

about 14 miles E between the E7 and E9 Lighted Buoys. 

7.5 Vessels with drafts of less than 14.3m should use the normal

traffic lanes of the Maas West Outer TSS and Maas West Inner

TSS. Such vessels join or leave Maasgeul to the E of the MO

Lighted Buoy (52°01'N., 3°58'E.).

7.5 Vessels with drafts of 17.4m and over are considered to be

constrained by their draft and must display the appropriate

lights or signals.

7.5 Vessels with drafts of over 20m are considered to be constrained by the tide. Such vessels, when inbound, are issued a

set of tidal window tables, which indicate the time that they

may pass the entrance to Eurogeul (51°58'N., 3°10'E.). The

tidal window depends on the vessel’s dwt, cargo, and draft. It

also takes into account the expected wave and tidal levels

during the passage. The table is calculated so that the vessel

may navigate safely in the channel within certain speed limits,

which have been observed to be 8 to 11 knots in Eurogeul and

6.5 to 8 knots in Maasgeul.

7.5 Such vessels, when outbound, are given a tidal window,

which depends on their draft. It allows for an underkeel

clearance of 15 per cent of the draft in Maasgeul and 20 per

cent in Eurogeul. This calculation allows for the reduction in

available depth due to low frequency waves. 

7.5 Crossing vessels should avoid the Maas Precautionary Area.

Vessels proceeding N should cross Eurogeul, at right angles,

between E5 Lighted Buoy (51°59.0'N., 3°25.5'E.) and E7

Lighted Buoy, 3 miles ENE. Vessels proceeding S should cross

Eurogeul between E5 Lighted Buoy and E3 Lighted Buoy, 3

miles WSW. (See Regulation—Traffic Control, previously

described above).

7.5 Small craft requiring to cross Maasgeul should do so by

passing W of a line joining MV Lighted Buoy (51°57.5'N.,

3°58.5'E.), MV-N Lighted Buoy, 2.5 miles NNE, and Indusbank Lighted Buoy, 4 miles NNE. It should be noted that large

vessels constrained by their draft to the deep-water channel,

which are displaying the appropriate signals or lights, cannot

give way to other vessels.

7.5 All vessels are prohibited from anchoring in the vicinity of

Maasgeul and the entrance fairway. In addition, vessels are

recommended not to anchor within the Maas Precautionary

Area, except in an emergency.

7.5 Vessel Traffic Service.—A Vessel Traffic Service (VTS) operates in the approaches to Nieuwe Waterweg. It is managed by

the Harbor Coordination Center (HCC) Rotterdam and provides navigational information as required.

7.5 Vessel reporting requirements to the VTS are, as follows:

1. Vessels with drafts of 17.4m and over should report to

Traffic Center, Hoek van Holland (VCH) through Scheveningen (PCH) at least 6 hours before arrival at the pilot

boarding position in the approaches to the waterway. The

message should include the following information:

a. Vessel name.

b. Call sign.

c. Gross registered tons.

d. Draft.

e. ETA at pilot boarding position.

f. A confirmation that gyro, radar, and VHF are functioning.

Such vessels should establish contact with Mass Approach

on VHF channel 1 when near the NHR-SE Lighted Buoy

(51°45'N., 2°40'E.).

2. Vessels with drafts less than 17.4m but 250m or more

in length should report as above at least 4 hours before

arrival at the pilot boarding place in the approaches to the

waterway, giving the following information:

a. Vessel name.

b. Call sign.

c. Gross registered tons.

d. Draft.

e. ETA at pilot boarding position.

3. All vessels carrying dangerous cargo should report to

the Central Traffic Control (HCC) Rotterdam at least 24

hours before arrival at the pilot boarding place in the

approaches to the waterway. The message should include the

following information:

a. Vessel name.

b. Call sign.

c. Nationality.

d. Gross registered tons.

rotterdam@dirkzwager.com
148 Sector 7. The Netherlands—Westkapelle to Terschelling 

Pub. 192

e. Draft.

f. Nature and quantity of dangerous cargo.

g. Name of agent.

4. All vessels should report to Maas Approach on VHF

channel 1, 3 hours before arrival in the vicinity of Maas

Center Lighted Buoy. They should state the following information:

a. Vessel name.

b. Call sign.

c. Nationality.

d. Gross registered tons.

e. Length.

f. Draft.

g. Destination.

h. ETA at Maas Center Lighted Buoy.

i. Any special details

In addition, vessels should report upon entering the area of

radar coverage, which is within about 20 miles of position

52°02.3'N, 3°31.6'E.

7.5 Inbound vessels should also report at the following appropriate calling-in-points, which are indicated on the chart:

1. Point A (51°52.9'N., 3°08.9'E.)—VHF channel 1.

2. Point C (51°57.7'N., 3°35.5'E.)—VHF channel 1.

3. Point D (51°59.4'N., 3°46.5'E.)—VHF channel 2.

4. Point E (52°00.7'N., 3°58.1'E.)—VHF channel 3.

5. Point I (52°14.8'N., 3°56.6.'E.)—VHF channel 1.

6. Point J (52°05.5'N., 3°52.7'E.)—VHF channel 2.

7. Point O (51°58.2'N., 3°10.2'E.)—VHF channel 1.

7.5 Outbound vessels should report at the following appropriate

calling-in-points, which are indicated on the chart:

1. Point F (52°01.5'N., 3°58.7'E.)—VHF channel 2.

2. Point G (52°04.8'N., 3°57.2'E.)—VHF channel 1.

3. Point H (52°14.0'N., 4°01.4.'E.)—VHF channel 1.

4. Point K (52°04.2'N., 3°45.4'E.)—VHF channel 1.

5. Point N (52°02.9.'N., 3°09.1'E.)—VHF channel 1.

6. Point O (51°58.2'N., 3°10.2'E.)—VHF channel 1.

7.5 Crossing vessels should report at the following appropriate

calling-in-points, which are indicated on the chart:

1. Point B (51°53.4'N., 3°29.9'E.)—VHF channel 1.

2. Point M (52°09.0'N., 3°20.5'E.)—VHF channel 1.

7.5 The approaches and waterway are divided into Sectors.

While navigating within these Sectors, vessels should maintain

a continuous listening watch and use the assigned VHF channels for communication with shore stations, as follows:

1. VHF channel 1 (Maas Approach)—The outer approaches from the limit of radar coverage to the W boundary

of the Maas Precautionary Area.

2. VHF channel 2 (Pilot Maas)—The outer part of the

Maas Precautionary Area, W of a line extending 194° from

MN3 Lighted Buoy.

3. VHF channel 3 (Maas Entrance)—Inner part of the

Maas Precautionary Area and entrance channel, W of Hoek

van Holland (VCH) Traffic Center Station (51°58.9'N.,

4°06.8'E.)

4. VHF channel 65 (Rozenburg)—Km 1023 to Km

1030.5 and Calandkanaal.

5. VHF channel 80 (Maasluis)—Km 1017 to Km 1023.

6. VHF channel 61 (Botlek)—Km 1011 to Km 1017.

7. VHF channel 63 (Eemhaven)—Km 1007 to Km 1011.

8. VHF channel 60 (Waalhaven)—Km 1003 to Km 1007.

9. VHF channel 81 (Maasbruggen)—Km 998 to Km

1003.

10. VHF channel 21 (Brienenoord)—Km 993 to Km 998.

11. VHF channel 66 (Europoort).

12. VHF channel 5 (Hartel)—Hartelkanaal W of Geervliet.

13. VHF channel 62 (Oude Maas).

7.5 English is the language used on VHF channel 1 (Maas

Approach), VHF channel 2 (Pilot Maas), and VHF channel 3

(Maas Entrance).

7.5 Traffic Center Hoek van Holland (VCH) broadcasts marine

information, including visibility reports, on request. Marine

information may also be obtained by vessels at sea through

Maassluis Radio Dirkzwager on VHF channel 12 and through

Maas Approach on VHF channel 1.

7.5 Anchorage.—The following designated anchorage areas

have been established in the approaches to the waterway and

may best be seen on the chart:

1. Area DW1 (52°06'N., 2°47'E.) is situated on the NW

side of the Noord Hinder Junction Precautionary Area. This

area may be used long term by deep-draft vessels and they

may remain under the most extreme conditions.

2. Area DW2 (51°56'N., 2°55'E.) is situated within the

Noord Hinder Junction Precautionary Area. This area may

be used short term by deep-draft vessels waiting for the tide

or a pilot.

3. Area Outer 3 (52°01'N., 3°19'E.) is situated N of the

Eurgeul at the E end of the Maas West Outer TSS. This area

is used by vessels with drafts up to 17.4m, which cannot

anchor in Maas West 4 or Maas Noord 5.

4. Area Maas West 4 (51°57'N., 3°46'E.) is situated S of

the E part of Maas West Inner TSS. This area may be used by

vessels with drafts up to 12.2m in its N part and up to 9.1m

in its S part.

5. Area Maas Noord 5 (52°07'N., 3°50'E.) is situated

close W of Maas North TSS. This area may be used by

vessels with a maximum draft of 13.7m.

7.5 During an emergency, vessels may also anchor within the

dredged turning area situated ENE of Maas Center Lighted

Buoy.

7.5 Caution.—Numerous wrecks, some dangerous, lie in the

approaches to Nieuwe Waterweg. Those which lie close adjacent to the TSS or recommended approach channels are generally marked by lighted buoys.

7.5 Currents in the vicinity of Eurogeul and Maasgeul can have a

strong cross-channel component.

7.5 Several submarine cables and pipelines lie in the approaches

and may best be seen on the chart.

7.5 Production platforms and wells may be encountered in the

approaches; extreme caution is advised when navigating in the

vicinity of these facilities.

The Nieuwe Waterweg

7.6 The Nieuwe Waterweg leads from Hoek van Holland

to the port of Rotterdam, a distance of about 18 miles. The

fairway between the junction with the Oude Maas, about 10

miles above the entrance, and Rotterdam is known as Nieuwe

Maas. The Oude Maas leads in a SE direction to the port of

Dordrecht.
Sector 7. The Netherlands—Westkapelle to Terschelling 149

Pub. 192

7.6 Tides—Currents.—At Europlatform (52°00'N., 3°17'E.),

situated about 30 miles W of the entrance to Nieuwe Waterweg, the tidal rise is about 2m at springs and about 1.6m at

neaps. At Hoek van Holland, the tidal rise is about 1.8m at

springs and 1.5m at neaps.

7.6 Strong winds from W through N may generate a heavy sea

off the entrance of the waterway, particularly about the time of

LW. When such conditions exist, it is not advisable to enter.

The sea generally moderates when the outgoing current in the

waterway and the SW offshore current lose their strength; this

occurs about 3 hours before HW. Therefore, vessels should

find the best time to enter is from 2 hours before to 2 hours

after HW.

7.6 With strong SW winds, vessels should wait until 1 to 2 hours

after HW to enter as the strength of the incoming current will

have decreased by then.

7.6 The water level of the rivers upstream and the direction of

the wind greatly influence the duration of the water flow in the

waterway. When the rivers are in flood and the wind is from

the E or S, it is possible during neap tides to have practically no

incoming current at the entrance. Farther up the waterway,

between Maassluis and the Oude Maas, there is an incoming

current, but its duration and rate are decreased. These same

conditions may reduce the height of tide.

7.6 The incoming tidal current is at its greatest strength about 30

minutes before HW and attains rates of about 3.5 knots during

springs and 2 knots during neaps in the outer part of the

waterway; in the inner part, its rates are about 1 knot less.

7.6 The outgoing tidal current is at its greatest strength about 5

hours after HW and attains rates of about 4 knots during

springs and 2.5 knots during neaps in the outer part of the

waterway; in the inner part, its rates are about 1 knot less.

7.6 In the outer part of the waterway, the rate of the tidal current

at certain depths is greater than at the surface; the current at

certain depths also changes direction sooner than at the surface.

7.6 At a depth of about 7m, the tidal current may attain a rate of

5.5 knots. This undercurrent flows into the waterway even

before the water begins to rise, while on the surface the outgoing current is still running. It stops before HW, sometimes

up to 2 hours before, while a strong incoming current continues

on the surface. At Maassluis, this undercurrent changes direction approximately 30 minutes later than the surface current.

However, off Vlaardingen, where the water is completely fresh,

the movement of the current is uniform throughout its depth.

7.6 Off the entrance during the outgoing current, the division

between the muddy water of the waterway and the clear North

Sea is plainly visible. It is usually indicated by a line of ripples

which extends W, NW, and N from the head of the N breakwater. This line, depending upon the winds and currents, may

extend for only a short distance or up to 7 miles seaward.

7.6 Depths—Limitations.—Vessels with drafts up to 13.4m can

transit Nieuwe Waterweg as far as Botlek (51°54'N., 4°18'E.).

Vessels with drafts up to 12.2m can transit the waterway as far

as Waalhaven (51°54'N., 4°26'E.) at Rotterdam.

7.6 Aspect.—Prominent landmarks include the light structures,

with helicopter platforms, standing at the head of the N

breakwater and on Zuiderdam, at the S side of the entrance; the

signal station standing 0.5 mile ESE of the root of the N breakwater; a tower standing 0.8 mile NNE of the signal station; and

the buildings of the ferry terminal standing close E of the

signal station. Conspicuous landmarks include several buildings standing at the oil terminal, on the S side of the entrance;

and two conspicuous chimneys, 175m high, standing at a

power station, 1 mile SSE of Maasvlakte Light (51°58'N.,

4°01'E.).

7.6 Splitsingsdam, an elongated central mole, is situated close

inside the entrance and divides the waterway. The Nieuwe

Waterweg extends along the N side of this mole and Calandkanaal, leading to Europoort, extends along its S side. Lighted

ranges, which may best be seen on the chart, indicate Maasgeul

and the entrance fairways.

7.6 The waterway is marked by lights and beacons and indicated

by lighted ranges.

7.6 Regulations.—Vessels underway within the waterway, with

drafts of 9m and over, must display the appropriate signals for

vessels constrained by their draft. Dredges in the waterway will

keep out of the way of such vessels.

7.6 Vessels carrying explosives, dangerous cargo, or not gas

free, must display, by day, flag B of the International Code of

Signals and, at night, exhibit two red lights, disposed horizontally.

7.6 There are no restrictions on the movement of dry cargo vessels, in view of radar coverage, during fog. However, tugs do

not operate in dense fog and tanker movements are not permitted if the visibility is less than 500m.

7.6 Caution.—Numerous submarine cables, pipelines, and tunnels lie across the waterway and may best be seen on the chart.

7.6 Several ferries cross the waterway at various places which

are indicated on the chart.

7.6 The waterway has been stabilized in places by underwater

dams and embankments, which are marked by dolphins and

beacons.

7.6 Prohibited anchorage areas are situated along the waterway

and may best be seen on the chart.

7.7 Hoek van Holland Harbor (51°59'N., 4°08'E.)

(World Port Index No. 31080), a small harbor, is located on the

N side of the waterway, 1.2 miles ESE of the root of the N

breakwater. It consists of Berghaven, a small basin, and several

riverside quays for ocean-going vessels. Berghaven is only

suitable for small craft and is used exclusively by government

vessels.

Entrance to the Nieuwe Waterweg
150 Sector 7. The Netherlands—Westkapelle to Terschelling 

Pub. 192

7.7 Harwich Quay (Harwichsteiger), situated close ESE of the

basin, is the terminus of the Harwich/Hoek van Holland ferry

service. It has three ro-ro berths with depths of 6.6 to 9m

alongside. Vianda Quay, situated 0.6 mile ESE of Harwich

Quay, is used by the Royal Netherlands Navy.

Europoort (51°57'N., 4°08'E.)

World Port Index No. 31085

7.8 Europoort, a deep-water harbor complex, is located

on the S side of the waterway, close within the entrance. It is

designed for the accommodation of very large vessels and the

storage and transshipment of various cargoes. This complex is

considered to be a part of the port of Rotterdam. The W section

of the complex, located at the W side of Beerkanaal (51°58'N.,

4°05'E.), is known as Maasvlakte.

7.8 Depths—Limitations.—Calandkanaal, with a depth of

21.7m, extends for about 6 miles along the S side of Splitsingsdam and provides access to the following main basins and

quays at Europoort:

1. EECV Bulk Quay, with depths of 18.7 to 23.7m.

2. Beneluxhaven, with a depth of 21.7m.

3. Petroleumhaven No. 4, with a depth of 17.7m.

4. Petroleumhaven No. 5, with a depth of 21.7m.

5. Kuwait Oil Jetties, with depths of 12.8 to 20.7m.

6. Petroleumhaven No. 7, with a depth of 22.7m.

7. Brittaniahaven, with a depth of 12.7m.

8. Seinehaven, with a depth of 6.7m.

7.8 Beerkanaal, with a depth of 22.7m, leads S from Calandkanaal, close within its entrance, and provides access to the following main basins at Maasvlakte and Europoort:

1. Petroleumhaven No. 8, with a depth of 24m.

2. Maasvlakte Oil Terminal, with a depth of 24m.

3. Europahaven, with depths of 13.6 to 15.7m.

4. Amazonehaven, with a depth of 21.7m.

5. Mississippihaven, with a depth of 23.7m.

6. Petroleumhaven No. 6, with a depth of 22.5m.

7.8 Hartelkanaal leads along the S side of the harbor for about

12 miles and can be entered from Oude Maas or through a lock

from Calandkanaal. It is used by inland vessels, small coasters,

and barges.

7.8 Breeddiep, located about 1.5 miles above the outer end of

Splitsingsdam, connects Nieuwe Waterweg to Calandkanaal

and may only be used with prior permission. Due to being

narrow and the strong tidal currents in its vicinity, passage

through this channel is not recommended.

7.8 There are facilities for general cargo, tanker, LPG, ro-ro,

container, chemical, ore, bulk, and automobile carrier vessels

within the port complex. Vessels up to 350,000 dwt and

500,000 dwt, partly loaded, with drafts up to 22.55m, can be

accommodated.

7.9 Maassluis (51°55'N., 4°15'E.) (World Port Index No.

31100), a small harbor, is located on the N side of the

waterway, about 5.5 miles above Hoek van Holland Harbor. A

church, with a conspicuous conical tower, stands in the town.

The harbor consists of two narrow basins, separated by a

bridge and a lock, 13m wide. The basins have depths of 3 to

4.7m and are used as bases for ocean-going tugs and pilot

vessels.

7.9 Botlek (51°53'N., 4°18'E.), an industrial harbor complex, is

located on the S side of the waterway, 3 miles above Maassluis

and close W of the entrance to Oude Maas. It consists of the

following main basins:

1. Chemiehaven, with a depth of 12.7m.

2. St. Laurenshaven, with a depth of 14.5m.

3. Petroleumhaven No. 3, with a depth of 12.7m.

4. Botlek Main Basin, with a depth of 14.5m.

5. Torontohaven, with a depth of 13.7m.

7.9 There are facilities for ore, bulk, oil, and chemical vessels

and also a shipyard basin and a tanker cleaning installation.

Generally, vessels up to 270m in length and 13.4m draft can be

accommodated; however, it is reported that vessels with drafts

up to 13.7m have been handled. Vessels between 270 and

300m in length normally lighten to a draft of 12.8m at

Europoort or Maasvlakte prior to berthing here.

7.10 Vlaardingen (51°54'N., 4°21'W.) (World Port Index

No. 31120) is located on the N side of the waterway, 4 miles

above Maasluis. This small port is operated by the local

municipality. Vlaardingen Vaart, the W part of the harbor, consists of two narrow basins separated by a lock and a bridge.

The basins have depths up to 3.7m and are mostly used by

yachts.

7.10 The W part of the harbor consists of Koningin Wilhelminahaven, a basin with depths up to 5m. It has an entrance, 75m

wide, and is used by inland vessels and coasters.

7.10 Vulcaanhaven, a basin located 0.4 mile above Koningin

Wilhelminahaven, has depths up to 12.7m. It can accommodate

vessels up to 85,000 dwt, 260m in length, and 11.9m draft.

7.10 Nieuwe Matex Terminal is situated on the N side of the

waterway, close below the entrance to Vulcaanhaven. It provides five berths for ocean-going tankers and chemical carriers,

with drafts up to 12.2m.

7.10 Schiedam (51°54'N., 4°24'E.) (World Port Index No. 31130)

is located on the N side of the waterway, close above Vlaardingen. This small port, although near to Rotterdam, is operated by the local municipality. Wiltonhaven, entered at the W

side of the harbor, is an extensive repair basin with floating

docks and workshops. Vessels up to 160,000 dwt can be

handled.

Europoort
Sector 7. The Netherlands—Westkapelle to Terschelling 151

Pub. 192

7.10 Wilhelminahaven, at the E side of the harbor, has depths up

to 7.2m at HW. The workshops of the Nieuwe Waterweg Shipbuilding Company are situated in this basin and there are

facilities for tank cleaning and gasfreeing. In addition, there are

several private berths up to 150m long.

7.10 Pernis (51°53'N., 4°22'E.) is located at the S side of the

waterway, 1.5 miles above the entrance to Botlek. The harbor

consists of two main basins. Petroleumhaven No. 1 has a depth

of 12.7m and Petroleumhaven No. 2 has a depth of 12m.

Tankers up to 50,000 dwt, 247m in length, and 12m draft can

be accommodated.

Rotterdam (51°54'N., 4°29'E.)

World Port Index No. 31140

7.11 Rotterdam, an extensive port, is situated on both sides

of the Nieuwe Maas, about 16 miles above Maasmond. It is

connected to the inland waterway system and provides access

via canals to Germany, France, and Switzerland.

7.11 Tides—Currents.—Tides rise about 1.8m at springs and

1.5m at neaps.

7.11 Depths—Limitations.—The port extends for about 4.5

miles above Schiedam (51°54'N., 4°24'E.) but access to the

upper part, about 1 mile long, is limited by bridges. The river is

spanned by a fixed road bridge, with a bascule section at the SE

end, located close SW of the island of Noordereiland

(51°55'N., 4°30'E.). The fixed section of this bridge has a navigable width of 200m, with a vertical clearance of 11m; the bascule section has a navigable passage 50m wide.

7.11 Fixed road and fixed rail bridges, with a minimum vertical

clearance of 8m, span the channel leading between the N side

of Noordereiland and the N bank of the waterway. A bascule

road bridge and a lifting rail bridge span the channel leading

between the S side of Noordereiland and the S bank of the

waterway. The bascule bridge provides a navigable passage

50m wide; the lifting bridge has a vertical clearance of 45m

over a depth of 6m.

7.11 The following main harbor basins and quays are situated on

the N side of the waterway and are described from W to E:

1. Merwehaven, with a depth of 10.7m. It has container,

ro-ro, and reefer facilities. 

2. Keilehaven, with a depth of 4.7m. It is mostly used by

inland vessels.

3. Lekhaven, with a depth of 10.7m. It has general cargo

and bulk facilities.

4. Ijselhaven, with a depth of 10.9m. It has general cargo

facilities.

5. Schiehaven, with a depth of 9.1m.

6. St. Jacobshaven, with a depth of 8.7m.

7. Parkhaven, with a depth of 8.7m.

8. Lloydkade, a river berth, is situated close W of

Parkhaven and has a depth of 9.2m alongside.

7.11 The following main harbor basins and quays are situated on

the S side of the waterway and are described from W to E:

1. Eemhaven Main Basin, with a depth of 13.5m.

2. Prins Johan Frisohaven, with a depth of 10.7m. It has

general cargo and ro-ro facilities.

3. Prinses Beatrixhaven, with a depth of 10.7m. It has

general cargo, container, and ro-ro car ferry facilities.

4. Prins Willem Alexanderhaven, with a depth of 12.7m.

It has extensive container facilities.

5. Waalhaven, a large basin, has eight piers and a depth

of 14m It has container and ro-ro facilities, and several

mooring buoy berths for LASH vessels.

6. Maashaven, with a depth of 11.7m.

7.11 The basins and quays situated above Parkhaven are used

exclusively by inland vessels, barges, and small craft.

7.11 Within the harbor complex, there are facilities for general

cargo, bulk, oil, ro-ro, container, LASH, automobile ferry, and

reefer vessels. Vessels with drafts up to 12.2m can transit the

waterway and enter Waalhaven.

7.11 In addition, several dry docks and floating docks are situated

within the port (including Maasvlakte, the Europoort complex,

and Botlek). The largest, which is 405m long and 90m wide,

can handle vessels up to 500,000 dwt.

Dordrecht (51°49'N., 4°39'E.)

World Port Index No. 31150

7.12 Dordrecht is located at the junction of four important

inland waterways: the Oude Maas; the Merwede, leading to the

Rhine; the Noord, leading to Rotterdam; and Dordsche Kil,

leading to Belgium. The port lies about 15 miles above the

entrance into Oude Maas and 26 miles above Hoek van

Holland.

7.12 Tides—Currents.—Tides at the entrance to Oude Maas rise

about 2.2m at springs and 2m at neaps. Tides at Dordrecht rise

about 1.2m at springs and 1m at neaps.

7.12 Strong tidal currents are usually encountered in the entrance

to Oude Maas and in the vicinity of the bridge openings, especially during the ebb and with HW levels in the upper rivers.

7.12 Winds—Weather.—The harbor basins usually freeze during severe winters and drift ice in the waterways may impede

the navigation of small vessels.

7.12 Depths—Limitations.—The channel is spanned by two lift

bridges, Botlekbrug and Spijkenisserbrug, which are situated

close N and S of the entrance to Hartelkanaal, 1.5 miles above

the entrance to Oude Maas. Botlekbrug has a vertical clearance

of 44m, when opened, and a navigable passage 54m wide.

Spijkenisserburg has a vertical clearance of 44m, when opened,

and two navigable passages, each with a width of 80m. In addition, an overhead power cable, with a vertical clearance of

44m, spans the channel 1.7 miles above Spijkenisserburg.

7.12 The fairway, which has a least depth of 9.6m on the centerline, is generally 100m wide. However, waiting areas, 900m

long and 200m wide, are situated above and below the bridges.

7.12 Generally, ocean-going vessels transiting the Oude Maas

require the services of three or four tugs. 

7.12 The port consists of the following main basins:

1. Wilhelminahaven, the largest basin, has a depth of

9.5m; several mooring buoys are situated within it.

2. Julianahaven consists of three smaller basins, which

have depths of 8 to 9m. It is mainly used for handling mineral oils and chemicals. Numerous oil storage tanks stands

on the W side of this basin.

3. Mallegat North Basin has a depth of 9.5m.

4. Mallegat South Basin has a depth of 7.3m.
152 Sector 7. The Netherlands—Westkapelle to Terschelling 

Pub. 192

7.12 In addition, there is 3,010m of riverside berthage, with

depths up to 5m, and several small basins, with depths of 2.4 to

5m, which are used by small coasters and inland vessels.

Above the basins used by most ocean-going vessels, the fairway is spanned by two bridges. The road bridge, with a double

bascule opening, has a passage 44m wide, and the railway

bridge, with a lifting section, has a vertical clearance of 44m.

7.12 The harbor has facilities for ro-ro, general cargo, passenger,

bulk, oil, container, LPG, and chemical vessels. Generally, vessels up to 175m in length, 25m beam, and 9.4m draft can be accommodated in the port.

7.12 Regulations.—Vessels underway in Oude Maas, with drafts

of 7m and over, must display the appropriate signals or lights

for a vessel constrained by their draft.

7.12 Vessels exceeding 135m in length or 17.5m beam must

request and obtain permission to navigate in Oude Maas at

least 24 hours before entering the fairway. The message should

be sent to Central Traffic Control (HCC) Rotterdam and include the vessel name, call sign, nationality, length, beam (in

meters), draft, and ETA at Hoek van Holland.

7.12 When in the Dordrecht harbor area, above Oude Maas Km

979.3 (51°48.2'N., 4°38.4'E.), vessels should maintain a listening watch on the relevant VHF channel for that sector of the

river.

7.12 Signals.—Vessels entering Oude Maas from the waterway

should sound three long blasts followed by one short blast

when approaching from seaward and three long blasts followed

by two short blasts when approaching from the direction of

Rotterdam.

7.12 Caution.—Several submarine cables and pipelines lie across

the Oude Maas in the vicinity of the bridges and may best be

seen on the chart.

Hoek van Holland to Ijmuiden

7.13 The coast between Hoek van Holland and Scheveingen, 9 miles NE, is backed by low sand dunes and fronted by

numerous protective groynes. Prominent church towers stand

at Monster and Ter Heijde, located about 3.5 and 4 miles,

respectively, NE of the Hoek van Holland and several

conspicuous buildings stand on the dunes at Kijkduin, 2.5

miles SW of Schevengen.

7.13 Scheveningen (52°06'N., 4°16'E.) (World Port Index No.

31070), a resort town, is fronted by a small port.

7.13 Tides—Currents.—Tides rise about 2.1m at springs and

1.7m at neaps.

7.13 Depths—Limitations.—The harbor is entered between two

outer breakwaters and consists of three main basins. The

entrance is 70m wide and has a depth of 7.3m. First Harbor

Basin has a depth of 7.3m; Second Harbor Basin has a depth of

2.8m and is entered through a narrow channel; and Third Harbor Basin has a depth of 5m. There are facilities for general

cargo vessels, ro-ro ferries, fishing boats, and pleasure craft.

Vessels up to 163m in length and 6.5m draft can be accommodated.

7.13 Aspect.—A light is shown from a prominent tower, 30m

high, standing 0.5 mile E of the entrance. The approach channel is indicated by a lighted range and a fairway lighted buoy,

which is moored about 2 miles NW of the entrance.

7.13 Numerous conspicuous buildings and hotels stand in the

town and several conspicuous radio masts stand on the SW side

of the harbor. The congress building and Peace Palace,

standing at ‘s-Gravenhage (The Hague), 1.4 miles inland, are

also prominent from seaward.

7.13 A promenade pier, 335m long, extends NW from the shore,

1.3 miles NE of the entrance and a conspicuous tower, 33m

high, stands on its outer end.

7.13 Pilotage.—Pilotage is compulsory for vessels over 120m in

length. Pilots may be obtained from Nieuwe Waterweg (Hoek

van Holland) stations.

7.13 Vessels over 60m in length intending to enter the port or

anchor in the roadstead should send a pre-entry report 48 hours

in advance. The report should be in writing and may be sent by

fax or via the agent to the Traffic Center. The report must include the name, call sign, date and time, last port of call, ETA,

destination, request for pilotage, draft, cargo, type of vessel,

and any defects.

7.13 Vessels should then contact the Traffic Center on VHF channel 21 and report their name, call sign, draft, position, and ETA

1 hour prior to arrival.

7.13 Anchorage.—Designated anchorage areas, which may best

be seen on the chart, lie centered about 0.5 mile E and 4 miles

N of the fairway lighted buoy (52°07.8'N., 4°14.2'E.).

7.13 Caution.—Several submarine pipelines and cables extend

seaward from the coast in the vicinity of the port and may best

be seen on the chart.

7.13 A restricted area, within which anchoring and fishing are

prohubited, extends up to 2 miles seaward from the vicinity of

the port and may best be seen on the chart.

7.13 A tidal current, with a rate of up to 2.5 knots, may set NE

across the entrance near the time of HW and large vessels are

advised to enter at slack water.

7.14 Katwijk aan Zee (52°12'N., 4°24'E.), a small resort,

is located 8 miles NE of Scheveningen. Two churches, one

with a prominent tower, and two conspicuous high buildings

stand in the vicinity of the town.

Scheveningen Light
Sector 7. The Netherlands—Westkapelle to Terschelling 153

Pub. 192

7.14 Noordwijk aan Zee (52°15'N., 4°26'E.), a resort, is located

3 miles NE of Katwijk aan Zee. It may be recognized by a conspicuous group of large hotels which stand along the shore. A

light is shown from a tower, 33m high, standing in the town. 

7.14 A lighted survey platform, 41m high, stands offshore, 5.5

miles WNW of Noordwijk aan Zee.

7.14 Zandvoort (52°23'N., 4°32'E.) is located 8.5 miles NE of

Noordwijk aan Zee. Several radio masts stand along the coast

between these two resorts and are prominent from seaward.

Several large buildings, a water tower, and two churches stand

in the vicinity of Zandvoort and are all conspicuous.

7.14 Caution.—A submarine cable, which may best be seen on

the chart, extends seaward from the vicinity of Zandvoort.

7.14 An ammunition dumping area, marked by Muntie Lighted

Buoy (52°13'N., 3°49'E.), lies centered 18 miles WNW of

Scheveningen and may best be seen on the chart. In addition,

another area centered about 2 miles NNE of Muntie Lighted

Buoy is reported to contain munitions and explosives.

7.14 Numerous wrecks lie in the waters off this stretch of coast

and have been swept to the depths indicated on the charts.

Those wrecks, with depths of less than 11m, which lie in the

vicinity of the coastal routes or in the approaches to the ports,

are usually marked by lighted buoys.

7.14 Numerous production platforms, wells, and submarine

pipelines (gas and oil) lie in the waters off this stretch of coast

and may best be seen on the charts. Extreme caution is advised

when navigating in the vicinity of such facilities.

7.14 Rijn Oil and Gas Field (52°18'N., 3°48'E.), centered 19

miles NW of Scheveningen, is the principal exploration facility

in this area. It consists of several platforms, one of which is

equipped with a racon.

Approaches to IJmuiden and the Noordzeekanaal (Amsterdam)

7.15 IJmuiden, a small port, is located 34 miles NE of

Hoek van Holland. It is also the gateway to the Noordzeekanaal, which extends 13 miles ESE to the extensive port of

Amsterdam.

IJ1 Lighted Buoy (52°30'N., 3°52'E.) is moored about 25

miles W of the port entrance.

7.15 IJM C Lighted Buoy (52°29'N., 4°24'E.), formerly designated as IJmuiden Lighted Buoy, is moored about 5 miles W of

the port entrance and equipped with a racon.

7.15 IJ-Geul Approach Area (52°30'N., 4°00'E.), which may

best be seen on the chart, is entered about 30 miles W of the

port entrance. Its S side is marked by A-NE Lighted Buoy

(52°28'N., 3°49'E.).

7.15 IJ-Geul (52°29'N., 4°24'E.), which may best be seen on the

chart, is a channel leading from the E end of the IJ-Geul

Approach Area to the port entrance. This channel extends in an

ESE direction for about 12.5 miles.

7.15 Depths—Limitations.—Vessels may approach the port

from the S by proceeding in a NE direction from the Maas

North TSS. Vessels may approach the port from the N by

proceeding in a SSE direction from the Off Texel TSS. Vessels

from the W may approach directly from the Noord Hinder

North TSS. 

7.15 All vessels approaching the port with drafts of 14.1m or over

(salt water), up to maximum of 16.5m, are considered to be

constrained by their draft and are referred to as being channelbound. Such vessels must approach the port via an IMOapproved Deep Water Route, which leads through the IJ-Geul

Approach Area and the IJ-Geul channel (see Pilotage below).

7.15 Vessels with drafts of less than 14.1m may also approach

from the W via the IJ-Geul Approach Area and the IJ-Geul

channel (see Pilotage below).

7.15 The IJ-Geul Approach Area has controlling depth of 21.4m.

The IJ-Geul channel is marked by lighted buoys on the S side.

It is dredged to a depth of 19.2m over a least width of 450m

inwards of IJ-9 lightedbuoy(52°29.8'N., 4°12.0'E.). The

fairway leading through Buitenhaven, the outer harbor area

lying between the breakwaters, has a dredged depth of 17.5m.

7.15 It is reported that the IJ-Geul channel is dredged to a depth

of 18.7m and the fairway leading through Buitenhaven, the

outer harbor area, is dredged to a depth of 18.2m.

7.15 An emergency turning area is situated on the N side of the IJGeul channel, about 5.5 miles W of the port entrance. It has a

depth of 19m and may best be seen on the chart.

7.15 Pilotage.—Pilotage is compulsory for the following vessels:

1. All vessels carrying dangerous cargo.

2. All vessels over 90m Londonlength. 

3. All vessels between 70m and 90m Londonlength,

unless an exemption has been issued.

7.15 Londonlength is approximately the length between the stem

and the stern times 96 per cent, which is approximately the

length between perpendiculars.

7.15 Vessels must send their ETA and request for pilotage at least

6 hours in advance. The message should be sent through Traffic Centre IJmuiden and must include the following: 

Noordwijk aan Zee Light

Designator Information

A Name and call sign. 

I Destination port/berth.

J ETA at pilot station. 

O Maximum draft.

U Length and grt.
154 Sector 7. The Netherlands—Westkapelle to Terschelling 

Pub. 192

7.15 A confirmation message must be sent 3 hours and 1 hour

prior to arrival. Deviations of more that 30 minutes must be reported. The Traffic Center IJmiuden may be contacted on VHF

channel 7.

7.15 To order pilots, contact may be made by e-mail, as follows:

7.15 Pilots embark by launch within 3 to 8 miles W of the breakwaters, but the exact place depends on the size and draft of the

vessel and also the weather conditions. Generally, pilots board,

as follows:

1. Vessels with drafts of less than 8m are boarded 3

miles WNW of the entrance.

2. Vessels with drafts of 8 to 10m are boarded 4 miles

WNW of the entrance.

3. Vessels with drafts of 10 to 13.1m are boarded 6 miles

WNW of the entrance.

4. Vessels with drafts of 13.1 to 14.1m are boarded in

position 52°29.5'N, 4°19.4'E.

7.15 Pilots may be also transported by helicopter. Pilots transported by helicopter will generally board or depart from vessels within a circular area, with a radius of 5 miles, centered on

position 52°28'N, 4°15'E.

7.15 Vessels requiring the pilot to be transported by helicopter

should send their ETA messages as specified above and also

include this request and state their direction of approach.

7.15 Vessels constrained by their draft (channel-bound), which

are obliged to use the Deep Water Route (IJ-Channel), must

send their ETA at the helicopter boarding area 24 hours in

advance. They must then send a confirmation message 8 hours

prior to arrival. Such vessels, if not having a sea pilot onboard,

must embark the pilot by helicopter in the W part of the IJGeul Approach Area near the rendezvous point (52°30'N.,

3°50'E.). The exact place will be agreed upon by the helicopter

and the vessel. It is reported that such vessels are generally

boarded by two pilots. Before approaching this rendezvous

point, vessels are advised, depending from which direction

they came, to pass through a way point (52°30'N., 3°45'E.).

7.15 When the helicopter has arrived within VHF range, it will

contact the vessel on VHF channel 7. This generally takes

place when the helicopter is between 20 and 40 miles from the

vessel. All communication between the helicopter and the vessel will be carried out on a designated VHF channel; however,

if necessary, the helicopter may request the vessel to transfer to

another channel. The call sign of the helicopter will be the

word “Helicopter” followed by its registration letters as quoted

by the Port Traffic Center. As soon as VHF contact has been

established, the vessel should advise the helicopter of its

position, course, and speed; the actual wind direction and wind

speed across the deck; and any pitching or rolling conditions.

The helicopter will then confirm acceptance of the conditions

or will request the vessel to change course and/or speed.

7.15 Regulations.—Vessels approaching the port, with drafts of

over 13.7m, are considered to be constrained by their draft

(channel bound) and must show the appropriate lights and

shapes. These vessels are obliged to use the Deep Water Route.

7.15 Due to the narrow fairway, vessels are prohibited from meeting or overtaking within the IJ-Geul channel.

7.15 For additional information, see Regulations under the

Noordzeekanaal in paragraph 7.17.

7.15 Vessel Traffic Service.—A Vessel Traffic Service (VTS)

operates in the approaches to the port and within the Noordzeekanaal. Vessels should maintain a continuous VHF listening

watch on the following assigned frequencies:

1. VHF channel 7 (Traffic Center IJmuiden)—W of

IJmuiden Lighted Buoy.

2. VHF channel 61 (Port Control IJmuiden)—IJmuiden

Lighted Buoy to the locks.

3. VHF channel 22 (IJmuiden Sluices)—Within the

locks.

4. VHF channel 3 (Traffic Service Noordzeekanaal)—

From the locks to Km 11.2.

5. VHF channel 68 (Amsterdam Port Control)—From

Km 11.2 to Amsterdam.

7.15 For ETA message procedures, see Pilotage. Vessels carrying

dangerous cargo must also include their nationality, the nature

and quantity of dangerous cargo, manner of packing for any

IMCO class 1 cargo, and the name of the agent in their initial

ETA message.

7.15 Radar assistance can be provided, on request, to vessels

within about 13 miles of IJmuiden Lighted Buoy.

7.15 The Traffic Center (Pilot-VTS IJmuiden) can be contacted

by e-mail, as follows: 

7.15 Anchoring.—Vessels constrained by their draft (channel

bound) may anchor in a designated area, which may best be

seen on the chart, situated on the S side of the IJ-Geul

Approach Area, about 28 miles W of the port entrance. This

anchorage area may only be use with permission from the VTS

Center at Ijmuiden.

7.15 A designated anchorage area, which may best be seen on the

chart, is situated on the N side of the IJ-Geul channel, about 10

miles WNW of the port entrance.

7.15 Caution.—Anchoring is prohibited within an area, which

may best be seen on the chart, extending 3 miles WNW from

the breakwater heads. Anchoring is not recommended in an

area, which may best be seen on the chart, extending about 2.7

miles WNW from the seaward end of the anchoring prohibited

area.

7.15 An explosives dumping area, marked by the MSP Lighted

Buoy (52°34'N., 4°04'E.), lies centered about 18 miles WNW

of the port entrance and may best be seen on the chart. A

circular restricted area, with a radius of 3 miles, is centered on

this explosives dumping area. Underwater operations are prohibited within this area.

7.15 Submarine pipelines, which may best be seen on the chart,

extend seaward from points on the shore located about 0.3 mile

S of the S breakwater and 1.2 miles N of the N breakwater.

7.15 During storms, with a strong flood current, a confused sea

with heavy breakers may be observed near the port entrance.

IJmuiden (Ymuiden) (52°28'N., 4°35'E.)

World Port Index No. 31040

7.16 IJmuiden is located at the entrance to the Noordzeekanaal. In addition to its cargo facilities, the port is a supply

pilots.amsterdam@loodswezen.nl

pilot.ijmuiden@loodswezen.nl
Sector 7. The Netherlands—Westkapelle to Terschelling 155

Pub. 192

base for the offshore oil and gas industry and a fishing center.

7.16 Tides—Currents.—Tides rise about 2m at springs and 1.6m

at neaps; however, the direction of the wind has a strong influence on the height of tide.

7.16 At a position about 3 miles W of IJmuiden, the NE current

begins about 2 hours before HW at IJmuiden and continues

until about 3 hours after HW. It attains a maximum rate of 1.7

knots at about the time of HW. The SW current begins about 4

hours after HW at IJmuiden and continues until about 3 hours

before HW. It attains a maximum rate of 1.3 knots at about 5

hours 30 minutes after HW.

7.16 Off the entrance to the port, the tidal currents commence

about 50 minutes earlier than offshore. The NE current runs

until about 3 hours after HW at IJmuiden. It attains a maximum

rate of 1.8 knots at about the time of HW. The SW current runs

until about 3 hours before HW. It attains a maximum rate of 1.2

knots at about 5 hours after HW. These rates may increase

slightly during springs and decrease during neaps. However,

during stormy weather, the current may attain a rate up to 5 or

6 knots in the vicinity of the breakwaters.

7.16 Winds—Weather.—Ice normally presents no problems at

the port, except during very severe winters. At such times, an

icebreaker is used to keep the harbor open.

7.16 Depths—Limitations.—The port consists of an outer harbor area, which is located W of the locks and tidal, and an inner harbor area, situated within the canal, close E of the locks.

7.16 IJ-Geul channel, with a dredged depth of 18.7m, leads

between the breakwaters into Buitenhaven, the outer harbor

area, which has a dredged depth of 18.2m in the fairway.

7.16 Forteiland, a small island, lies about 1.3 miles inside the

breakwater heads and divides the fairway into two branches.

Noorder Buitenkanaal, with a depth of 17.5m, leads N of this

island and Zuider Buitenkanaal, with a depth of 9.4m, leads S

of it.

7.16 Vissershaven and Haringhaven, with depths of 6 to 10m, are

two quay-lined basins located on the SE side of the outer

harbor which are accessed via Zuider Buitenkanaal. These

basins have facilities for ro-ro ferry, offshore exploration support, and fishing vessels.

7.16 Hoogovenkanaal, located on the N side of the outer harbor, is

accessed via Noord Buitenkanaal. It provides a bulk quay,

550m long, with depths of 14.2 to 18m alongside.

7.16 Hoogovenhaven, the main tidal basin, is located on the NE

side of the outer harbor. It is accessed via Noord Buitenkanaal

and Hoogovenkanaal. This basin provides 665m of quayage

with depths of 9.4 to 11.3m alongside.

7.16 Vessels up to 150,000 dwt, 350m in length, and 17.8m draft

can be accommodated in the outer harbor at HW. However,

vessels over 300m in length requiring to swing within

Buitenhaven are restricted to a maximum draft of 12.1m.

7.16 Access to the inner harbor, located close within the Noordzeekanaal, is provided by three locks (see paragraph 7.17).

7.16 Several basins and quays, with depths of 3.5 to 9.9m, are

situated on the N side of the canal within the inner harbor area.

There are facilities for general cargo, bulk, and chemical vessels in addition to an offshore exploration supply base. Vessels

up to 6,000 dwt, 11,000 dwt partly loaded, with drafts up to

6.4m can be accommodated.

7.16 Aspect.—The port is entered between two breakwaters. The

entrance fairway is indicated by a lighted range shown from

two prominent towers, 24m and 43m high, standing on the S

side of the harbor. Additional lighted ranges indicate the

various channels leading to the harbor basins and the locks.

7.16 A prominent signal station (harbor operations center) stands

on the S side of the harbor close NNE of the front range tower.

7.16 The town of Ijmuiden is situated on the S bank of the

entrance. The N bank is occupied by an industrial complex.

Several conspicuous chimneys, the tallest being 166m high,

stand in the vicinity of the steel works on the N side of the

harbor and at the power station, 1.5 miles E. On the S side of

the canal, a conspicuous water tower, with a red roof, stands

1.7 miles ESE of the port entrance.

7.16 Forteiland, a small island, is located W of the locks and

divides the harbor fairway into two branches.

7.16 Pilotage.—See Approaches to IJmuiden and the Noordzeekanaal (paragraph 7.15).

7.16 Regulations.—See Approaches to IJmuiden and the Noordzeekanaal (paragraph 7.15.).

7.16 Caution.—The approach and entrance channels require

frequent dredging and the authorities should be contacted for

the lastest information in regard to minimum depths.

The Noordzeekanaal

7.17 The Noordzeekanaal (52°28'N., 4°38'E.), which is

13 miles long, connects Amsterdam with the North Sea. Its

water level is maintained by the locks which are situated at

IJmuiden North Breakwater Light

IJmuiden Range Lights
156 Sector 7. The Netherlands—Westkapelle to Terschelling 

Pub. 192

IJmuiden and close E of Amsterdam. The passage generally

takes about 2 hours.

7.17 Several branch canals, called “Zijkanalen” and designated by

letters, may be entered from the main canal. Most of these lead

to smaller canal systems which connect with the inland waterway system.

7.17 Velsen Terminal (52°28'N., 4°40'E.) is located at the entrance to Zijkanaal A, 2 miles E of the locks. It provides 620m

of quayage, with depths of 8.5 to 11.5m alongside.

7.17 Beverwijk Terminal (52°28'N., 4°40'E.) is located within

Zijkanaal A, about 0.5 mile N of Velsen Terminal. It provides

720m of quayage, with a depth of 7m alongside, and can accommodate vessels up to 135m in length and 6.4m draft.

7.17 Buskruithaven (52°27'N., 4°41'E.), an explosives terminal, is

situated on the S bank of the canal, about 3.5 miles above the

locks. This terminal, which is used by ocean-going vessels,

consists of several small jetties and a number of dolphins. It

has a depth of 9.5m alongside.

7.17 Zaandam (52°26'N., 4°50'E.) (World Port Index No.

31050), a small harbor, is situated on the N side of the canal,

4.2 miles W of Amsterdam, and consists of three main basins.

7.17 Isaac Baarthaven provides 370m of berthage, with depths of

5 to 9m alongside; Dirk Metselaarhaven provides 180m of

berthage, with a depth of 10m alongside; and Wim Thomassenhaven provides 200m of berthage, with a depth of 10.5m

alongside. There are facilities for tanker, general cargo, and

bulk vessels. Vessels up to 15,000 dwt, 200m in length, and

10m draft can be accommodated.

7.17 Tides—Currents.—Tides at Ijmuiden rise about 2m at

springs and 1.6m at neaps.

7.17 Depths—Limitations.—Three locks located at IJmuiden

provide access to the canal. Middensluis and Zuidersluis are

accessed via Zuider Buitenkanaal and Noordersluis, the northernmost, is accessed via Noorder Buitenkanaal (see paragraph

7.16).

7.17 Zuidersluis is 119m long and 18m wide. It has a depth of 8m

on the sill and can be used by vessels up to 95m in length, 17m

beam, and 5.8m draft.

7.17 Middensluis is 225m long and 25m wide. It has a depth of

10m on the sill and can be used by vessels up to 185m in

length, 24m beam, and 8m draft.

7.17 Noordersluis, the largest lock, is 400m long, 50m wide, and

has a depth of 15m on the sill. The entrance fairway leading

from the E end of Noorder Buitenkanaal to this lock is dredged

to a depth of 14.4m.

7.17 The canal has a depth of 15m. Vessels up to 325m in length,

42m beam, and 13.1m draft may pass through Noordersluis

and proceed to Amsterdam without special permission.

7.17 Vessels up to 45m beam and 14m draft may be allowed to

transit the canal with special permission. Vessels over 42m

beam and 13.1m draft must apply in writing for special permission 7 days in advance.

7.17 Pilotage.—See Approaches to IJmuiden and the Noordzeekanaal (paragraph 7.15).

7.17 Regulations.—Within the canal, vessels with drafts of less

then 4.5m are limited to a maximum speed of 9 knots, vessels

with drafts of 4.5 to 8m are limited to a maximum speed of 7

knots, vessels with drafts of over 8m are limited to a maximum

speed of 6.5 knots, and vessels in tow are limited to a maximum speed of 5 knots.

7.17 Vessels with drafts of 8m or more are considered to be

constrained by draft and must display the appropriate signals.

7.17 Caution.—Ferries cross the canal at several places.

7.17 Numerous submarine pipelines and cables lie across the

canal in places and may best be seen on the chart.

7.17 Several tunnels cross under the canal and may be seen on the

chart; it was reported that the magnetic compass may be

deflected when in the vicinity of these tunnels.

7.17 During sluicing operations, a noticeable current in the canal

may be experienced.

Amsterdam (52°22'N., 4°54'E.)

World Port Index No. 31060

7.18 The main port of Amsterdam, located at the E end of

the Noordzeekanaal, is formed by a complex of large basins

and quays, which lie S and E of Zaandam. In addition, numerous smaller basins and several shipyards are located along the

N side of the canal.

7.18 The port is connected to the extensive inland waterway

system. The Noordhollandsch Kanaal leads N for 43 miles to

Den Helder; the Schinkel Gouw Kanaal leads to Rotterdam.

The Amsterdam Rijnkanaal leads S and, by way of the Merwedekanaal, provides access to the S part of the country and

the industrial area of the Rhine River. Oranjesluizen, a lock

located at the E end of the port, provides access to IJsselmeer,

an inland and mostly man-made sea.

7.18 Depths—Limitations.—The port can handle large numbers

of ocean-going vessels, either alongside the quays or at mooring buoys within the basins. In addition, numerous other berths

are available for barges and inland vessels. Vessel are generally

limited to a length of 325m, a beam of 42m, and a draft of

13.1m by the dimensions of the canal and the entrance locks

(see paragraph 7.16). It is reported that vessels up to 100,000

dwt and 170,000 dwt, partly loaded, have been accommodated.

7.18 There are facilities for bulk, chemical, general cargo, container, ro-ro, tanker, LPG, automobile ferry, and passenger

ferry vessels. There are also several repair yards, dry docks,

and floating docks. The largest, which is 250m long and 36m

wide, can handle vessels up to 85,000 dwt.

7.18 The canal has a dredged depth of 15m as far as Mercuriushaven (52°24.3'N., 4°52.6'E.), at the W end of the Het IJ

channel. The Het IJ channel has a dredged depth of 11m for

most of its length through the port, decreasing to 7m at the E

end.

7.18 The principal berthing facilities and basins within the port,

described from W to E, are, as follows:

1. Afrikahaven, entered from the canal, has 1,900m of

berthage, with a depth of 15m alongside (under construction

2001).

2. Amerikahaven, entered from the canal, has 2,890m of

berthage, with a depth of 15m alongside.

3. Australiehaven has 1,300m of berthage, with a depth

of 15m alongside.

4. Aziehaven has 980m of berthage, with a depth of 12m

alongside.

5. ADM Dokhaven, entered from the canal, has 310m of

berthage, with depths of 7 to 9m alongside.
Sector 7. The Netherlands—Westkapelle to Terschelling 157

Pub. 192

6. Westhaven, entered from the canal, has 2,650m of

berthage, with depths of 14 to 15m alongside.

7. Sonthaven has 830m of berthage, with a depth of 10

to 13m alongside.

8. Suezhaven has 750m of berthage, with a depth of 10m

alongside.

9. Hornhaven has 640m of total berthage, with a depth

of 12.5m alongside.

10. Beringhaven has 330m of total berthage, with a depth

of 9m alongside.

11. Jan van Ribeeckhaven, entered from the canal, has

850m of berthage, with a depth of 12.5m alongside.

12. Adenhaven has 200m of berthage, with depths of 5 to

10m alongside.

13. Usselincxhaven, entered from the canal, has 950m of

berthage, with depths of 12.5 to 14.5m alongside.

14. Petroleumhaven, entered from the canal, has 850m of

berthage, with depths of 9 to 10m alongside.

15. Coenhaven, entered from the canal, has 3,800m of

berthage, with a depth of 10m alongside. This includes

Amerika, Africa, Azie, and Europa Quays, which are

situated at its SW side.

16. Mercuriushaven, entered from the canal, has 1,250m

of berthage, with depths of 10 to 15m alongside.

17. Vlothaven has 1,170m of total berthage, with a depth

of 15m alongside.

18. Neptunushaven has 255m of berthage, with a depth of

10.5m alongside.

19. Nieuwe Houthaven has 90m of berthage, with a depth

of 6.5m alongside.

20. Minervahaven has 350m of berthage, with a depth of

6.5 to 7m alongside.

21. Amfert is situated on the S side of the canal, close E

of the entrance to Coenhaven. It has 310m of berthage, with

a depth of 10.2m alongside.

22. De Ruyterkade has 220m of berthage, with a depth of

6m alongside.

23. Java Quay, on the N side of IJ Haven, has 1,150m of

berthage, with a depth of 7.7m alongside.

24. Oostelijke Handelskade, on the S side of IJ Haven,

has 1,995m of berthage, with depths of 5 to 9.8m alongside.

7.18 Numerous small basins and branch canals can be entered on

the N side of the Het IJ channel, at the E end of the port. This

part of the harbor is lined with industrial plants and shipyards.

The Noordhollansch Kanaal is entered through locks situated

at about the center of this area.

IJmuiden to Den Helder

7.19 Between IJmuiden and Zeegat van Texel, 30 miles

NNE, almost the entire coast is lined with sand dunes. The

Hondbossche Zeewering is a massive sea wall, which fronts the

shore between Kamperduin, 16 miles NNE of IJmuiden, and

Petten, 3 miles farther NNE.

7.19 Two prominent churches stand at Wijk aan Zee, 2 miles N of

IJmuiden, and a hotel, situated on a dune close N of them, is

conspicuous.

7.19 Egmond aan Zee (52°37'N., 4°37'E.), a small resort town, is

situated 8 miles NNE of Wijk aan Zee. A light is shown from a

prominent tower, 28m high, standing near the shore. The prominent steeple of a church can be seen behind the light. A prominent water tower is situated 1.3 miles inland at Castricum aan

Zee, 3.7 miles S of Egmond aan Zee. Several conspicuous

resort villas stand on the dunes at Bergen aan Zee, 2.5 miles N

of Egmond Light.

7.19 Petten (52°46'N., 4°40'E.), a small village, is situated 9

miles N of Egmond aan Zee. A church, with a prominent spire,

stands at a wide gap in the dunes and several houses and windmills are situated close S of it. Two prominent wind generators

are reported to stand about 3 miles S of the village.

7.19 Two conspicuous chimneys, 45m high, stand at a nuclear

research facility located about 1.5 miles N of Petten.

7.19 Pettemerpolder (52°47'N., 4°37'E.), a shoal bank extending

up to about 3 miles NW of Petten, has a least depth of 4.3m.

7.19 Caution.—In thick or hazy weather, vessels should proceed

with caution when approaching this part of the coast, as the

depths are fairly uniform throughout the area.

7.19 Submarine cables, which may best be seen on the chart, extend seaward from the vicinity of Egmond aan Zee and Castricum aan Zee.

7.19 An outfall submarine pipeline extends 2.3 miles W across

Pettemerpolder from the power station located N of Petten. It is

marked near the seaward end by a lighted buoy.

7.20 Off-lying dangers.—Brown Ridge (52°38'N.,

3°19'E.), a bank, lies 46 miles WNW of IJmuiden and extends

in a N to S direction for about 12 miles. It has depths of 15 to

17m, but they frequently vary due to shifting sand.

7.20 Numerous production platforms, wells, and gas and oil

submarine pipelines lie in the waters off this stretch of coast

and may best be seen on the charts. Extreme caution is advised

when navigating in the vicinity of such facilities.

7.20 The principal oil/gas fields in the area are Helder Field

(52°56'N., 4°08'E.)and Helm Field (52°52'N., 4°08'E.), which

are situated within the separation zone of the Off Texel TSS

(see paragraph 8.2), about 22 miles WNW of Petten.

7.20 Numerous wrecks lie in the waters off this stretch of coast

and have been swept to the depths indicated on the charts.

Those wrecks, with depths of less than 11m, which lie in the

Egmond aan Zee Light
158 Sector 7. The Netherlands—Westkapelle to Terschelling 

Pub. 192

vicinity of the TSS and the coastal routes, are usually marked

by lighted buoys.

7.20 A wreck, with a swept depth of 10.8m, lies about 16 miles W

of Petten and is marked by three lighted buoys, one of which is

equipped with a racon.

7.20 An extensive wind generator farm, which may best be seen

on the chart, lies centered about 7 miles W of Egmond aan Zee

Light (52°37'N., 4°37'E.).

7.20 It is reported that an extensive wind generator farm is being

constructed in an area centered about 15 miles WSW of

Egmond aan Zee Light. Submarine cables will extend in a SE

direction between this farm and Wijk aan Zee, which is located

3 miles NE of the entrance to IJmuiden.

Zeegat van Texel

7.21 Zeegat van Texel (52°58'N., 4°44'E.) is the passage

which leads between Kaap Hoofd, the NW extremity of the

Netherlands mainland, and the island of Texel, to the N. It

provides access to the port of Den Helder and also to the

Waddenzee, the tidal part of the former Zuider Zee. The

IJsselmeer, the non-tidal part of the former Zuider Zee, may be

reached through locks which are situated on the S side of the

Waddenzee.

7.21 Haaksgronden (52°58'N., 4°40'E.), a group of shoals, lie in

the entrance to Zeegat van Texel and extend over 5 miles from

the shore. Three channels run through these groups; Schulpengat leads along the shore of Noord Holland, Molengat leads

along the SW coast of Texel, and Westgat leads across the

center of the banks.

7.21 Zuider Haaks is that portion of Haaksgronden which lies

between Schulpengat and Westgat. The depths on this portion

of the banks are very irregular. Noordrug, the W side of Zuider

Haaks, has a least depth of 3.7m and is steep-to on its seaward

side. Bollen van Kijkduin, the E side of Zuider Haaks, is steepto on both its E and N sides. This part of the bank and Boterug,

a spur jutting to the SW, have patches with depths of 1.7 to 5m.

7.21 Noorder Haaks is that portion of Haaksgronden which lies

between Westgat and Molengat. Drying patches lie on its E and

central parts, and the remainder is very shallow, with depths of

less than 2m. Razende Bol, the E part of Noorder Haaks, is

steep-to on its S side. Keizerbult, a spur projecting SW from

Noorder Haaks, forms the N side of Westgat and has a least

depth of 1m. 

7.21 Fransche Bankje lies between Schulpengat and the coast of

Noord Holland, and has a least depth of 3m.

7.21 Zanddijk Grote Kaap Light (52°53'N., 4°43'E.) is shown

from a prominent tower, 17m high, standing 5 miles S of Kaap

Hoofd, the NW extremity of the Netherlands mainland. A

disused framework light structure stands close WNW of this

light.

7.21 Kijkduin Light (52°57.3'N., 4°43.7'E.) is shown from a

prominent tower, 55m high, standing about 0.5 mile SSW of

Kaap Hoofd.

7.21 Huisduinen Light (52°53'N., 4°43'E.) is shown from a

prominent tower, 18m high, standing about 0.3 mile SSW of

Kijkduin Light and a church, with a conspicuous tower, is situated close NE of it.

7.21 Schilbolsnol Light (53°00.5'N., 4°45.8'E.) is shown from a

prominent structure, 21m high, 3 miles NNE of Kaap Hoofd.

7.21 Caution.—Several dangerous wrecks lie in the vicinity of

the above banks and may best be seen on the chart. 

7.21 An unmarked dangerous wreck lies within the DW route in

approaximate position 53°o5.7'N, 3°23.0'E. 

7.21 Several submarine gas pipelines, which may best be seen on

the chart, extend seaward from the vicinity of Zanddijk Grote

Kaap Light.

7.22 Schulpengat (52°55'N., 4°40'E.) is the deepest channel leading through Haaksgronden. It is also the most favorable, as the current runs almost directly in line with the channel

and the landmarks on the shore are nearly always visible. The

channel is 0.7 mile wide at the entrance, but narrows to about

0.3 mile farther in. The fairway has controlling depth of 9.9m.

It is marked by lighted buoys and indicated by a lighted range,

which may best be seen on the chart. 

Breewijd, the NE extension of Schulpengat, leads in deep

water close around Kaap Hoofd and into Marsdiep.

7.22 SG Lighted Buoy (52°53'N., 4°38'E.), equipped with a

racon, is moored 3 miles W of Zanddijk Grote Kaap Light and

marks the seaward entrance to Schulpengat.

7.22 Molengat (53°00'N., 4°42'E.) leads between Noorderhaaks

and the SW side of Texel. In clear weather, this channel is easy

to approach because of its wide seaward entrance and gently

sloping bottom. The fairway has controlling depth of 5.6m in

mid-channel but depts of less than 5m were found on both

sides of the channel MG3 and MG5 lighted buoys. During

severe gales, major changes in depth may occur and position of

the fairway is subject to change. For latest information on

channel depths, contact the pilots for advise. 

7.22 MG Lighted Buoy (53°04'N., 4°39'E.) is moored 6.7 miles

NNW of Kaap Hoofd; the seaward entrance to Molengat lies

about 1.5 miles SE of it.

7.22 Westgat (52°57'N., 4°38'E.) leads over the shallow ridge,

which connects the outer parts of Zuider Haaks and Noorder

Haaks, and then joins Schulpengat at the SW end of Breewijd.

Kijkduin Light
Sector 7. The Netherlands—Westkapelle to Terschelling 159

Pub. 192

It should only be used during favorable weather conditions as

strong breezes raise a rough sea within it. This channel has a

depth of 2.7m over the ridge. The fairway is not marked and it

should only be used by small vessels with local knowledge.

7.22 Marsdiep (52°58'N., 4°45'E.), a deep channel, leads in an E

direction between Texel and the coast to the S, from the junction of Breewijd and Molengat into the Waddenzee. The fairway is marked by buoys and, at its E end, divides into two main

channels; Texelstroom continues to the NE and Malzwin continues to the ENE.

7.22 Caution.—It was reported that the lighted range indicating

the Schulpengat fairway is often difficult to see. In addition,

due to the shifting banks, the range may be slightly inaccurate

in relation to the positions of the fairway buoys, which are

continually revised. Vessels entering the channel are advised to

pass SE of SG Lighted Buoy.

Den Helder (52°58'N., 4°47'E.)

World Port Index No. 31020

7.23 Den Helder is the principal base of the Royal Netherlands Navy. It is located on the NW end of the Netherlands

mainland, 2 miles E of the entrance to Zeegat van Texel. The

harbor lies in an inlet on the S side of Marsdiep. This commercial port is also a fishing center and a supply base for vessels and structures servicing the offshore oil and gas industry.

7.23 Tides—Currents.—Tides rise about 1.8m at springs and

1.6m at neaps.

7.23 The incoming tidal current generally starts to set off Den

Helder about 5 hours before HW water and continues until

HW. The outgoing tidal current starts to set about 1 hour 30

minutes after HW and continues until about 6 hours 30 minutes

after HW. The incoming current attains its maximum rate of

3.5 knots at about 3 hours before HW. The outgoing current

attains its maximum rate of about 3.4 knots about 5 hours after

HW. Winds from the W can prolong the incoming tidal current

and increase the water level. Winds from the E can prolong the

outgoing tidal current and decrease the water level.

7.23 Winds—Weather.—During very severe winters, the port

may be closed periodically. Continued E winds may cause drift

ice to accumulate in the harbor. Normally, the harbor tugs are

able to keep the port open.

7.23 Depths—Limitations.—The entrance channel, which is

240m wide, leads directly from Marsdiep into Marinehaven

Willemsoord, the main harbor basin. It has a dredged depth of

7.6m. 

7.23 The facilities and berths within the main harbor basin are for

the use of naval vessels only and have dredged depths of 6.3 to

8.3m alongside. It is reported that naval vessels up to 200m in

length can be accommodated.

7.23 Commercial facilities include Riijkszeehaven Het Nieuwe

Diep, a basin, which is entered at the W side of Marinehaven

Willemsoord. This basin extends 0.8 mile SSE and has depths

of 6 to 7m alongside. Moormanbrug, a double bascule bridge,

spans the middle of this basin and has a navigable passage,

18m wide. Commercial vessels up to 150m in length and 7.5m

draft have been handled at HW.

7.23 In addition, an inner commercial harbor, which is used by

small vessels and yachts, is situated at the W side of the port.

This inner harbor is entered through Koopvaardersschut Lock,

which is situated at the S end of Riijkszeehaven Het Nieuwe

Diep. Vessels up to 85m in length, 14m beam, and 4.5m draft

can be handled. The inner harbor also provides access to the

Noordhollandsch Kanaal, Alkmaar, and Amsterdam.

7.23 Wierhoofd, a small basin, lies close W of the entrance to the

main basin and is entered directly from Marsdiep. It has a

depth of 5.5m and is used by local ferries. 

7.23 Aspect.—Within the dike, which fronts the N part of Den

Helder, the buildings of the observatory, with a small tower; the

town hall; the church; and a water tower are all visible from

seaward. The buildings situated in the vicinity of the dockyard

are also prominent. A conspicuous tower, 60m high, stands on

the E side of the harbor entrance. The fairway leading into the

main harbor basin is indicated by a lighted range which may

best be seen on the chart.

7.23 For additional marks in the approaches, see paragraphs 7.21

and 7.22.

7.23 Pilotage.—Pilotage for the Schulpengat (see paragraph

7.22) is generally not compulsory, but compulsory pilotage

within this approach channel may be imposed on vessels by the

authorities.

7.23 Vessels should send an ETA at the appropriate pilot boarding

position at least 6 hours in advance. The message should be

sent through the Den Helder Traffic Center or the Traffic

Center Ijmiuden. It must include the word “Texelrede” if

pilotage is required inward from Rede Den Helder.

7.23 The ETA message should also include the following:

7.23 A confirmation message must be sent 3 hours and 1 hour

prior to arrival. Deviations of more that 30 minutes must be reported.

7.23 Den Helder Traffic Center may be contacted on VHF channel 62; Traffic Center Ijmiuden may be contacted on VHF

channel 7.

7.23 To order pilots, contact may be made by e-mail, as follows:

7.23 Pilots may be contacted by VHF and board, as follows:

1. For vessels proceeding to Rede Den Helder and adjacent ports for which pilotage is compulsory or for vessels

which pilotage is not compulsory but still require a pilot,

about 0.5 mile E of S14-MG17 Lighted Buoy (52°58.3'N.,

4°43.4'E.).

2. For all vessels requiring pilotage through the Schulpengat, in position 52°38'N, 4°30'E (off Egmond aan Zee).

7.23 Because the pilot boarding position off Egmond aan Zee is

situated within the area of the Noordzeekanaal Vessel Traffic

Service (VTS), vessels must also report to VTS IJmuiden on

VHF channel 7 (see paragraph 7.15).

Designator Information

A Name and call sign. 

I Destination port/berth.

J ETA at pilot station. 

O Maximum draft.

U Length and grt.

pilots.amsterdam@loodswezen.nl
160 Sector 7. The Netherlands—Westkapelle to Terschelling 

Pub. 192

7.23 Pilotage is compulsory for the following vessels:

1. For the fairway between Texel Roads and Den Helder, as follows: 

a. In Nieuw Diep—Vessels over 90m in length and

7m draft.

b. In Koopvaardersbinnenhaven—Vessels over 90m in

length and 5m draft.

2. For the fairway between Den Helder and Kornwerderzand—Vessels over 60m in length or 4m draft.

3. For the fairway between Den Helder and Den Oever

and other harbors in the Waddenzee—Vessels over 60m in

length or 2.5m draft.

7.23 Vessel Traffic Service.—A Vessel Traffic Service (VTS) operates in the approach area and is managed by the Traffic Center Den Helder. The seaward boundary of the area is formed by

a line joining the following points:

1. Zanddijk Grote Kapp Light.

2. SG Lighted Buoy.

3. ZH Lighted Buoy (52°55'N., 4°35'E.).

4. MR Lighted Buoy (52°57'N., 4°34'E.).

5. NH Lighted Buoy (53°00'N., 4°35'E.).

6. MG Lighted Buoy.

7. Texel (53°04'N., 4°44'E.).

7.23 All vessels within the VTS area should maintain a listening

watch on VHF channel 62 and carry out all communication

with the Traffic Center on this channel. All ocean-going vessels should report to the Traffic Center when entering the VTS

area and when berthing. All ocean-going vessels, with the exception of local fishing vessels, must obtain permission to enter

the harbor. Vessels outside the VTS area may contact the Traffic Control on VHF channels 16 and 12.

7.23 Anchorage.—Vessels may only anchor within Marsdiep and

Texelstroom at the designated berths, which may best be seen

on the chart. These berths are protected from all except W

winds, which raise a heavy swell.

7.23 Directions.—A radar reference line, which may best be seen

on the chart, indicates the route leading into the main basin and

is used by naval vessels. Guidance by radar is occasionally

given, but only to naval vessels.

7.23 Caution.—A prohibited anchorage area is situated in the

vicinity of the breakwater and may best be seen on the chart.

7.23 Several submarine cables and pipelines lie within the port

and may best be seen on the chart.

7.23 When approaching Den Helder, a good lookout should be

kept for submarines which exercise in these waters. In addition, firing and torpedo exercise areas are situated within Marsdiep and Texelstroom.

7.23 Oil drilling rigs and platforms may be encountered in the approach fairways leading to the port.

Texel and Vlieland

7.24 Texel (53°05'N., 4°48'E.), a low and sandy island, is

13 miles long and about 5 miles wide in its central part. Except

for the S end, the entire W coast of Texel is lined by sand

dunes. To the E of the dunes, the island is mostly flat.

7.24 Loodsmansduin, a high dune, stands about 2 miles N of the S

end of the island and is a conspicuous landmark. A beacon

mast, 10m high, stands about midway along the W side of the

island. Other prominent landmarks include Schildbolsnol Light

(see paragraph 7.21) and the churches standing at De Hoorn,

1.2 miles NNW of the light, and at Den Koog, 4.5 miles N of

Den Hoorn.

7.24 A light is shown from a conspicuous tower, 52m high, standing at Eierland, the N extremity of Texel.

7.24 Vlieland (53°16'N., 4°58'E.), 10.5 miles long and 1.5 miles

wide in places, is separated from Texel by Engelschmangat.

The SW half of this island is low and sandy, whereas the NE

half is marked by dunes. Vuurduin, the highest dune on the island, rises near the NE end. A light is shown from a prominent

metal tower, 17m high, standing on Vuurduin.

Zeegat van Terschelling

7.25 Zeegat van Terschelling (53°19'N., 5°08'E.) is the

channel lying between the NE end of Vlieland and the SW end

of Terschelling. It provides access to the Waddenzee, IJsselmeer, and the port of Harlingen.

Texel Light (Eierland)

Vlieland (Vuurduin) Light
Sector 7. The Netherlands—Westkapelle to Terschelling 161

Pub. 192

7.25 The shoals in the approach to the channel extend up to 3

miles seaward of the islands and include several detached

patches. All of these shoals are steep-to on their W and NW

sides, with very irregular depths elsewhere. The shallowest

depths and some drying heights are generally found on the central and NW parts of these shoals. The names of these shoals

are Gronden van Stortemelk, Wester Gronden, Noordwest

Gronden, and Noorder Gronden.

7.25 Zuider Stortemelk, the main entrance channel for commercial traffic, leads close N of the N end of Vlieland. This

channel has considerable depths in places but the bar, which

lies at its E end, is subject to frequent change. It was reported

that the least depth in mid-channel over the inner bar was 6m.

7.25 The channel is marked by buoys. ZS Lighted Buoy

(53°19.7'N., 4°55.9'E.), equipped with a racon, is moored

about 5 miles W of Vuurduin Light and marks the outer

entrance. 

7.25 Vliestroom, a broad channel, is marked by buoys and leads

from the inner end of Zuider Stortemelk into the Waddenzee. It

extends SE for 3 miles and passes between Vlieland and Terschelling. Then it trends S for 3 more miles, where it divides

into two smaller channels.

7.25 Aspect.—Terschelling Light (53°22'N., 5°13'E.) is shown

from Brandaris Tower, which stands in the vicinity of the small

craft harbor at West Terschelling. The tower is 52m high and

prominent.

7.25 Pilotage.—See Harlingen (paragraph 7.27).

7.25 Vessel Traffic Service.—A Vessel Traffic Service (VTS) operates in the area of Zeegat van Terschelling and is mandatory

for all vessels.

7.25 The VTS area consists of the fairways of Zuider Stortemelk,

Noordgat, Schuitengat, West Meep, Vlieree, Vliestroom, and

Vliesloot. Its NW limit is bounded by a line joining ZS Lighted

Buoy (53°19'N., 4°56'E.), the TG Lighted Buoy (53°24'N.,

5°02'.), and Stolzenfels Lighted Buoy (53°26'N., 5°10'E.). The

system is controlled by the Brandaris Traffic Center, which is

located at Brandaris Tower (53°22'N., 5°13'E.), on the SE side

of West Terschelling.

7.25 Vessels must report to Brandaris VTS Center on VHF

channel 2 when entering or leaving the VTS area, on entering

or leaving a harbor directly adjoining the VTS area, and on anchoring or weighing anchor. The report should include vessel’s

name, call sign, type, length, beam, draft, position, port of destination, port of departure, any dangerous cargo, and any

special details.

7.25 All vessels in the area must keep a continuous listening

watch on VHF channel 2. The VTS Traffic Center provides

weather information at 30 minutes past every odd hour. 

The Waddenzee

7.26 The Waddenzee (Wadden Sea) (53°13'N., 5°13'E.) is

bounded on the W side by the islands of Texel, Vlieland, and

Terschelling. It is bounded on the E and S sides by Friesland,

the Afsluitdijk, and the coast of Noord Holland. The S part of

the Waddenzee may be entered through Zeegat van Texel and

the N part through Zeegat van Terschelling; the latter providing

the main approach to Harlingen. Texelstroom and Vliestroom,

the principal channels, are entered from Zeegat van Texel and

Zeegat van Terschelling, respectively. Numerous smaller channels branch off from the main ones and lead to various small

places in the Waddenzee.

7.26 The Afsluitdijk, which is also known as the Great Enclosure

Dam, connects Wieringen (52°55'N., 5°00'E.), a former island,

to Friesland, 15 miles NE. It separates the S part of Waddenzee

from IJsselmeer.

7.26 Texelstroom, the widest and deepest channel, leads NE from

Marsdiep along the coast. About 8 miles NE of Den Helder, it

trends away from the coast of Texel and leads in ESE for 4

miles. This channel is deep throughout and marked by lighted

and unlighted buoys and beacons.

7.26 Scheurrak, along with its continuations of Omdraai and

Oude Vlie, forms a narrow winding channel, 10 miles long. It

branches off from Texelstroom at the W end and leads NE to

Inschot, in the N part of the Waddenzee. The fairway has a

least depth of 3.6m in mid-channel.

7.26 Malzwin, with its extension Wierbalg, leads from

Texelstroom to Den Oever. The channel has a least depth of

1.2m and is marked by buoys.

Vliesloot, a small channel, branches off Zuider Stortemelk

and leads around the E end of Vlieland to Oost Vlieland. There

is a depth of 2.9m in this channel, but it is subject to frequent

change because of constant silting. In addition, a swift current

runs through this channel.

7.26 Schuitengat, a channel marked by buoys, branches off

Boomkensdiep and leads around the SW end of Terschelling. It

has a least depth in mid-channel of 3.2m. West Meep branches

off Vliestroom, about 3 miles within the entrance. It flows E

and NE and then finally divides into small channels which lead

to the W shores of Friesland. Slenk is a narrow winding

channel which leads from the N side of West Meep into

Schuitengat and then to West Terschelling.

7.26 Blauwe Slenk leads E and SE from the S end of Vliestroom

to Harlingen. The SE end of this channel, which is named

Vaargeul langs de Pollendam, leads S of Pollendam, a training

wall about 2 miles long.

7.26 Inschot leads S from the S end of Vliestroom for 5 miles

where it is joined by Oude Vlie, which leads to the S part of the

Terschelling Light (Brandaris Tower)
162 Sector 7. The Netherlands—Westkapelle to Terschelling 

Pub. 192

Waddenzee. Zuidoostrak leads SE from the S end of Inschot

and, at its S end, joins Doove Balg. An extension of this

channel leads to Kornwerderzand.

7.26 Mok, a shallow inlet, is located on the E coast of Texel near

its S end, but is closed to general shipping.

7.26 Den Oever (52°56'N., 5°02'E.), located at the SW end of the

Afsluitdijk, has a lock through which small vessels may obtain

access to IJsselmee. The lock, which is 129m long and 14m

wide, has a depth of 3.1m over the sill. It can handle vessels up

to 100m in length, 12m beam, and 2.8m draft.

7.26 Kornwerderzand (53°04'N., 5°20'E.), located at the NE end

of the Afsluitdijk, has two sets of locks through which vessels

may pass from the Waddenzee to the IJsselmeer. The largest

lock is 127.6m long, 14m wide, and has a depth of 3.1m over

the sill. It can handle vessels up to 100m in length, 12m beam,

and 2.8m draft.

Harlingen (53°11'N., 5°25'E.)

World Port Index No. 31010

7.27 Harlingen, a commercial port, is located on the E side

of the Waddenzee, 21 miles above the entrance to the Zeegat

van Terschelling. A secondary route leads to the port through

the Zeegat van Texel. It is 53 miles long and passes through

narrow, winding, and shallow fairways.

7.27 Tides—Currents.—Tides rise about 2.1m at springs and

1.9m at neaps.

7.27 With a rising tide, the tidal current sets NE across the harbor

entrance and may attain a rate up to 2 knots. With a falling tide,

the tidal current sets SW across the harbor entrance and may

attain a rate up to 1 knot.

7.27 Winds—Weather.—Ice may appear in the approaches to the

port from mid-December to the early part of March, the normal

period being during January and February. Icebreakers are

normally used for about 10 days per year, but during severe

winters, the port may be closed for several weeks.

7.27 Depths—Limitations.—Vaargeul langs Pollendam, a narrow dredged approach channel, leads to the port from the vicinity of the Zeegat van Terschelling. The fairway has a least

depth of 3.7m.

7.27 The main harbor, entered through two converging breakwaters, is divided into five tidal basins. These basins provide

about 1,800m of quayage with depths of 3.2 to 7m alongside.

There are facilities for general cargo, tanker, container, and roro vessels. Generally, vessels up to 7,300 dwt, 130m in length,

and 6.5m draft can be accommodated at HWS.

7.27 There are also facilities for offshore oil and gas support

vessels, fishing boats, and yachts. 

7.27 Two locks within the port provide access to a canal which

leads to Groningen (55°28'N., 8°23'E.). The largest lock is

127m long, 12m wide, and has a depth of 3.1m over the outer

sill. Vessels up to 79m in length, 9.5m beam, and 2.6m draft

can enter this lock.

7.27 Pilotage.—Pilotage is compulsory between Zeegat van

Terschelling and Harlingen for vessels over 70m in length or

6m draft. Pilotage is compulsory between Harlingen and Kornwerderzand (and other ports within the Waddenzee) for vessels

over 60m in length or 2.5m draft.

7.27 Vessels should send an ETA and request for pilotage at least

6 hours in advance of their arrival at the pilot boarding position, with a confirmation 2 hours prior to arrival.

7.27 Pilots board vessels carrying hazardous cargo in the vicinity

of ZS Lighted Buoy (53°19.7'N., 4°55.9'E.) and all other

vessels in the vicinity of SM7/ZS16 Lighted Buoy (53°19.7'N.,

5°08'E.). 

7.27 Vessels should report to the port (Havendienst Harlingen) on

VHF channel 11 about 30 minutes prior to arrival at the harbor.

7.27 To order pilots, contact may be made by e-mail, as follows:

7.27 Anchorage.—Vessels with drafts up to 4.3m can anchor off

the harbor entrance if the height of tide permits.

7.27 Caution.—The positions of the buoys and lighted ranges,

which mark the channels, should not be relied on as they are

constantly altered to conform to depth changes in the fairways.

7.27 Allowance should be made for possible differences in sea

level due to the prevailing wind as well as the tide.

7.27 Local ferries may be encountered within the inner channels. 

IJsselmeer

7.28 IJsselmeer (52°52'N., 5°12'E.) lies S of the Waddenzee and is separated from it by the Afsluitdijk, a large dam.

Vessels are able to enter the IJsselmeer via the locks at Den

Oever and Kornwerderzand and also through the Oranjesluizen, at Amsterdam.

7.28 Extensive areas of the IJsselmeer have been reclaimed and

further reclamation is projected, including practically the entire

S part. There are depths of over 4m in the center of the

IJsselmeer, but the depths decrease towards the shores. The

harbors and channels within IJsselmeer are shallow.

7.28 Medemblik, Enkhuizen, and Hoorn are small harbors located

on the W side of the IJsselmeer. Hindeloopen, Stavoren, Lemmer, Urk, and Harderwijk are small harbors located on the E

side.

lodicon@loodswezen.nl
Pub. 192

8. The Netherlands and Germany—Terschelling to the River Jade and the River 

Weser

8.0Additional chart coverage may be found in NGA/DLIS Catalog of Maps, Charts, and Related Products (Unlimited Distribution).

SECTOR 8 — CHART INFORMATION
165

Pub. 192

SECTOR 8 

THE NETHERLANDS AND GERMANY—TERSCHELLING 

TO THE RIVER JADE AND THE RIVER WESER

8.0 Plan.—This sector describes the Netherlands and German

coasts, including the off-lying islands and the River Ems, between Terschelling and the estuary of the River Jade and the

River Weser. The descriptive sequence is from W to E and then

N to S in the rivers.

General Remarks

8.1 The coastal area between Terschelling and the estuary

of the River Jade and the River Weser is fronted by the Frisian

Islands, a fairly low chain of detached islets and islands. The

group which lie off the Netherlands coast are known as the

West Friese Eilanden group while those lying off the German

coast are known as the Ostfriesiche Inseln group.

8.1 Between this chain and the mainland, the waters are shallow

and mostly consist of drying flats. The only maritime activity

of any significance is centered on the River Ems, which

contains the Netherlands port of Delfzijl and the German port

of Emden. The small German port of Norderney, located on the

island of the same name, may be approached through the

Norderney Seegat, which leads between the islands of Juist and

Norderney.

8.1 Terschelling, Ameland, and Schiermonnikoog, the larger

islands of the West Friese Eilanden, have sandy beaches

backed by dunes. The smaller islands are generally very low.

8.1 The Ostfriesiche Inseln group consists of Borkum, Juist,

Norderney, Baltrum, Langeoog, Spiekeroog, and Wangerooge.

These islands also have sandy beaches backed by dunes. In

general, the elevations on each of these islands becomes

progressively lower from the W to E. Small villages and vacation resorts, with hotels, are situated on all of these islands.

8.1 Numerous wrecks, some marked by buoys, lie seaward of the

chain and in the approaches to the River Jade and the River

Weser.

8.1 The estuary through which the River Jade and the River

Weser reach the sea is located between the islands of Wangerooge and Scharhorn. The River Jade, a fairly deep and wide

river, leads to the port of Wilhelmshaven, 23 miles above the

entrance. The River Weser, one of the most important German

rivers, leads to the ports of Bremerhaven, Nordenham, Brake,

and Bremen. In addition, this river provides access to the extensive inland waterway system of Germany.

8.1 Tides—Currents.—The tidal current setting NE from the S

part of the North Sea and the tidal current setting WSW or SW

from the German Bight (Deutsche Bucht) meet in the offing,

abreast of Texel, where they both join and set NW towards the

middle of the North Sea. In the opposite situation, the tidal

current setting SE from the North Sea splits into two branches

in about the same place; one branch sets SW towards the S part

of the North Sea and the other sets NE or NNE towards the

German Bight.

8.1 Off the off-lying chain of islands and islets, the tidal current

is rectilinear and sets with the trend of the coast. An E current

is associated more with a rising tide and a W current is

associated more with a falling tide. As the coast is approached,

the tidal currents are more and more affected by the local tidal

currents which flow in and out of the numerous channels

within the chain.

8.1 In a position about 10 miles NW of the entrance to the

Zeegat van Terschelling, the E current begins to set 4 hours 45

minutes after HW at Helgoland and the W current begins to set

1 hour 30 minutes before HW; both currents may attain a rate

of 1.8 knots at springs.

8.1 In a position about 15 miles N of the entrance to the Friesche

Zeegat, the E current begins to set 6 hours after HW at

Helgoland and the W current begins to set at HW; at springs,

the E current may attain a rate of 1.5 knots and the W current a

rate of 1.2 knots.

8.1 Pilotage.—Vessels required to use the mandatory route for

tankers extending between Noord Hinder (51°57'N., 2°53'E.)

and the German Bight (see paragraph 8.4) are recommended by

the IMO to employ the services of a deep-sea pilot. Other

vessels may also employ the services of a deep-sea pilot. Such

pilots may be ordered through the agent. Vessels in German

North Sea ports should request a deep-sea pilot 6 to 8 hours

prior to departure; vessels in other continental North Sea ports

should request a deep-sea pilot 24 hours prior to departure; and

vessels in United Kindom North Sea and English Channel

ports should request a deep-sea pilot 48 hours prior to departure.

8.1 For rules and regulations concerning the pilotage of large

vessels (including tankers and bulk carriers) navigating in the

German Bight (Inner Deutsche Bucht) and proceeding to the

River Ems, the River Jade, the River Weser, or the River Elbe,

see Pilotage under Approach Routes to the German Bight

(paragraph 8.3).

8.1 For pilotage rules and procedures concerning all other vessels navigating in the German Bight and proceeding to the the

River Ems, the River Jade, the River Weser, or the River Elbe,

see Pilotage under the description of each individual estuary.

8.1 Regulations.—Particularly Sensitive Sea Areas (PSSAs) are

areas that need special protection through action by the IMO

because of their ecological, socio-economic, or scientific significance and which may be damaged by maritime activities.

The Waddenzee coastal area of the Netherlands, Germany, and

Denmark has been designated a PSSA. The main shipping

routes leading to coastal ports in the region are excluded from

the PSSA.

8.1 Special Areas in the North Sea have been designated under

MARPOL 73/78 because of their sensitive oceanographic and

ecological conditions and their marime traffic. These areas are

provided with a higher level of pollution protection than other

regions of the sea.

8.1 For futher information concerning PSSAs and Special Areas

in the North Sea, see Pub. 140, Sailing Directions (Planning
166 Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 

Pub. 192

Guide) North Atlantic Ocean, Baltic Sea, North Sea, and the

Mediterranean Sea.

8.1 Below are extracts from the Traffic Regulations applying to

all German waterways which are of particular significance to

the waters described in this sector.

8.1 Extraordinary Large Vessels are those exceeding the normal

maximum dimensions (length, beam, and draft) which have

been announced for entry into a waterway. Such vessels require

a special permit from the local authorities prior to entering. For

more information, see Regulations under the description of

each river.

8.1 The starboard side of the fairway is that which is on the

starboard side of a vessel when entering from seaward. Where

a fairway connects two parts of the sea or two bodies of water

separated from one another by shallows, the starboard side of

the fairway is deemed to be on that side of the fairway which a

vessel arriving from the W (any direction from S to N through

W) passes on its starboard side. Where doubt may exist, due to

the tortuous nature of a channel, the northernmost entrance into

such a fairway is to be used as the means for determining the

starboard side of the fairway.

8.1 Generally, vessels should navigate on the right side of the

fairways. In specified places within the waterways, certain

vessels, with permission, are authorized to navigate on the left

side. Overtaking is normally carried out on the left side.

8.1 Caution.—Numerous gas and oil installations are situated

both on the surface and on the seabed in the waters through

which the main routes lead to the German Bight.

Approach Routes to the German Bight

8.2 The Deep-Water Routes and Traffic Separation

Schemes (TSS) described below are all IMO-adopted and Rule

10 of the International Regulations for Preventing Collisions at

Sea (1972) applies. They may best be seen on the charts.

8.2 A Deep-Water Route, the limits of which are shown on the

chart, leads N from the vicinity of the Noord Hinder Junction

Precautionary Area (51°57'N., 2°38'E.) and separates into E

and W branches.

8.2 The W branch leads N to DR1 Lighted Buoy (53°04'N.,

2°40'E.), which is equipped with a racon, then, in conjunction

with the Off Botney Ground TSS, NE and ENE to the W end of

the Friesland Junction Precautionary Area (54°00'N., 4°20'E.);

the least depth in this branch was reported to be 27m.

8.2 Undefined routes, used occasionally by deep-draft vessels

bound for the Dover Strait from the Shetland Islands or Scandinavia, join the W branch in the vicinity of the Off Botney

Ground TSS. 

8.2 The E branch, in conjunction with the Off Brown Ridge TSS

and the West Friesland TSS, leads NNE and NE to the S side of

the Friesland Junction Precautionary Area; the least depth in

this branch was reported to be 23m.

8.2 The Deep-Water Route then continues E from the E end of

the Friesland Junction Precautionary Area and, in conjunction

with the East Friesland TSS and the German Bight Western

Approach TSS, leads into the Jade and Weser approaches.

8.2 GB Lightfloat (54°11'N., 7°26'E.), equipped with a racon, is

moored close E of the inner end of the German Bight Western

Approach TSS. 

8.2 GW/Ems Lightfloat (54°10'N., 6°21'E.), equipped with a

racon, is moored within the TSS. It marks a N/S linking route

which crosses the separation schemes and leads via GW/TG

Lighted Buoy (53°59'N., 6°22'E.) and Borkumriff Lighted

Buoy (53°47'N., 6°22'E.), equipped with a racon, to the entrance of the River Ems.

8.2 The Off Texel TSS extends NNE for 21 miles from a position about 30 miles NW of IJmuiden to VL South Lighted

Buoy (53°09'N., 4°26'E.).

8.2 The Off Vlieland TSS extends 20 miles NNE from VL South

Lighted Buoy to VL Center Lanby (53°27'N., 4°40'E.), which

is equipped with a racon. It then leads 18 miles ENE to the

junction with the Off Tershelling-German Bight TSS at TE1

Lighted Buoy and TE2 Lighted Buoy (53°37'N., 5°07'E.).

8.2 The Vlieland North TSS extends NNE for 9 miles from the

VL Center Lanby. Vlieland Junction, a precautionary area, has

been established where the northnortheastbound traffic lane of

the Vlieland North TSS crosses the westsouthwestbound traffic

lane of the Off Vlieland TSS.

8.2 The Off Terschelling-German Bight TSS extends ENE for

about 90 miles from the E end of the Off Vlieland TSS to Jade/

Weser Lighted Buoy (53°58'N., 7°37'E.), which is equipped

with a racon. Borkumriff Lighted Buoy (53°47'N., 6°22'E.),

equipped with a racon, is moored midway along this TSS.

8.2 The Jade Approach TSS extends SE from GB Lightfloat

(54°11'N., 7°26'E.) to the E end of the Off Terschelling-German Bight TSS.

8.2 An Inshore Traffic Zone lies between the SE and S limits of

the Off Vlieland TSS and Off Terschelling-German Bight TSS

and the adjacent coasts.

8.2 An approach TSS is situated in the vicinity of Elbe Lighted

Buoy (54°00'N., 8°07'E.). Inbound vessels for the River Elbe

should pass to the S of Elbe Lighted Buoy; outbound vessels

should pass to the N of it.

8.2 Caution.—For passage planning along the above routes,

vessels are recommended to carry such charts as Netherlands

No. 1970 (Routing Guide for the Southern North Sea) and

Germany No. 2910 (Routing Guide for the German Bight).

8.2 It is reported that, as of 1 July 2007, changes will be made to

the Off Botney Ground TSS. This TSS will be extended in a

SSW direction and its junction with the W branch of the DW

Route will be marked by DR2 Lighted Buoy (53°23'N.,

2°51'E.), which will be equipped with a racon.

Pilotage

8.3 A central pilot transfer service provides pilots in the

approaches to the German Bight. This service, which is available to all vessels on request, is compulsory for the following

vessels:

1. Petroleum, gas, and chemical tankers with a length

greater than 150m, or a beam greater than 23m, enroute to or

from the River Ems, the River Jade, the River Weser, or the

River Elbe, including unloaded tankers if not cleaned,

degassed, or inerted after having carried petroleum or petroleum products with a flashpoint below 35°C.

2. Bulk carriers, other than oil, gas, or chemical tankers,

with a length greater than 220m or a beam greater than 32m

enroute to or from the River Elbe.
Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 167

Pub. 192

3. Bulk carriers, other than oil, gas, or chemical tankers,

with a length greater than 250m, a beam greater than 40m, or

a draft greater than 13.5m enroute to or from the the River

Weser or River Jade.

4. Other vessels with a length greater than 350m, or a

beam greater than 45m, enroute to or from the River Jade,

the River Weser, or the River Elbe.

8.3 Pilots board the above vessels, as follows:

1. Vessels bound to and from the River Ems in the

vicinity of GW-TG Lighted Buoy (53°59'N., 6°21'E.).

2. Vessels inbound to the River Jade and the River Weser

in the Jade Approach TSS about 1 mile SE of GW11/Jade

Lighted Buoy (54°08'N., 7°27'E.).

3. Vessels outbound from the River Jade and the River

Weser in the Jade Approach TSS about 3 miles ENE of

TG18/Jade Lighted Buoy (54°02'N., 7°33'E.).

4. Vessels bound to and from the River Elbe about 2

miles WNW of E3 Lighted Buoy (54°04'N., 7°55'E.)

8.3 Such large vessels should send a request for pilotage and an

ETA, at the appropriate boarding place, at least 24 hours in

advance. The message must include the following:

8.3 Confirmation or correction reports must be sent to the pilot

station for the River Elbe 6 hours and 2 hours prior to arrival.

8.3 Confirmation or correction reports must be sent to the

appropriate pilot station for the River Ems, the River Jade, or

the River Weser 6 hours and 3 hours prior to arrival.

8.3 Vessels bound for the River Ems should send their request

for pilotage to Ems Pilot, Emden; vessels bound for the River

Jade or the River Weser should send their request for pilotage

to Weser Pilot, Bremerhaven; and vessels bound for the River

Elbe should sent their request for pilotage to Elbe Pilot, Brunsbuttel.

8.3 Tankers over 300m in length or 16.5m draft approaching the

German Bight must embark two pilots beyond the boarding

positions within the Jade Approach TSS.

8.3 Pilots are normally embarked from pilot vessels. In exceptional cases, pilots may transfer by helicopter. This service can

only be performed if a designated area on the vessel, which

complies with all regulations, is available for landing or winching. Such helicopter transfers can be carried out at wind speeds

up to 55 knots (force 10) relative to the vessel. 

8.3 Information concerning helicopter pilotage operations can be

found in Pub. 140, Sailing Directions (Planning Guide) North

Atlantic Ocean, Baltic Sea, North Sea, and the Mediterranean

Sea. 

8.3 In the case of transfers from a helicopter from Helgoland

(Helgoland Pilot), a continuous VHF listening watch should be

kept on channel 16 for 30 minutes prior to arrival. After radio

contact has been established, the helicopter should be informed

of the vessel’s position, course and speed, the relative wind

force and direction over the winching or landing area, the air

temperature, the visibility, any roll and pitch, and the condition

of the deck (whether wet or dry, etc.). 

8.3 The German authorities have pointed out that, during the

transfer operation, vessels are restricted in their ability to

maneuver and may exhibit the lights and shapes prescribed in

Rule 27 of the International Regulations for Preventing Collisions at Sea.

8.3 For pilotage information concerning vessels not included in

these instructions and regulations, see the Pilotage section

listed under the description of each river.

Regulations

8.4 The E branch of the Deep-Water Route is recommended by the IMO as a two-way route for the following:

1. Tankers of 10,000 grt and over transporting oils listed

in Annex I of Marpol 73/78. 

2. Vessels of 5,000 grt and over transporting noxious

liquid substances in bulk listed as Categories A or B in

Annex II of Marpol 73/78.

3. Vessels of 10,000 grt and over transporting noxious

liquid substances in bulk listed as Categories C or D in

Annex II of Marpol 73/78.

4. Vessels of 10,000 grt and over transporting liquified

gases in bulk.

8.4 The IMO recommends that the Off Brown Ridge TSS, the

West Friesland TSS, and the German Bight Western Approach

TSS should be used by these vessels in continuation with the

two-way route.

8.4 The IMO recommends that the above vessels should not use

the Texel TSS, the Off Vlieland TSS, nor the Off TerschellingGerman Bight TSS.

8.4 In addition, such vessels should avoid the sea area lying

between the mandatory route and the Frisian Islands, except

when joining or leaving the route at the nearest point to the port

of destination. 

8.4 The above vessels must use the mandatory route, or part of

it, under the following circumstances:

1. When sailing from Noord Hinder (51°57'N., 2°53'E.)

to the Baltic Sea or to North Sea ports in Norway, Sweden,

Denmark, Germany, or the Netherlands N of latitude 53°N.

2. When sailing between North Sea ports in the Netherlands and/or Germany.

3. When sailing between the United Kingdom or Continental North Sea ports S of latitude 53°N and ports in Scandinavia or the Baltic Sea.

4. When sailing between Noord Hinder, the United

Kingdom, or Continental North Sea ports S of latitude 53°N

and oil loading facilities (offshore or shore-based) in the

North Sea area. However, this does not apply to vessels

sailing between ports on the E coast of the United Kingdom,

including the Orkney Islands and the Shetland Islands.

8.4 Vessels which cannot safely navigate the mandatory route

because of their draft are exempted from the requirement to use

Designator Information Required

A Vessel name and call sign.

U Length, beam, and grt.

H ETA at pilot boarding position.

O Draft (in decimeters)

I Port of destination.

X

Indication (and location) whether an

approved helicopter landing area or

marked winching area is available.
168 Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 

Pub. 192

the S part of it. Such vessels are strongly recommended to use

the W branch of the Deep Water Route and proceed via DR1

Lighted Buoy and the Off Botney Ground TSS.

8.4 Sailing vessels and small craft under 20m in length should

use the Inshore Traffic Zone. Other vessels may use this zone

when bound to or from a port, offshore installation, pilot

station, or when seeking shelter.

8.4 Germany has promulgated regulations pertaining to vessels

navigating in an area extension to its territorial sea located

within the German Bight (Deutsche Bucht). This area

extension lies in the vicinity of the Jade Approach TSS and

may best be seen on the chart.

8.4 Deep-draft vessels constrained by the tide in the waterways

into which they are proceeding are deemed to be right-of-way

vessels when navigating inbound on the routes leading between GB Lightfloat (54°11'N., 7°26'E.), or the deep water anchorage located close S of the lightfloat, and the River Jade,

the River Weser, or the River Elbe.

8.4 In this case, a right-of-way vessel is defined as “a vessel

restricted in its ability to maneuver” as per Rule 3(g) of the International Regulations for Preventing Collisions at Sea

(1972). Such vessels should display the appropriate lights and

signals as per Rule 27(b).

8.4 In practice, this regulation applies especially to vessels

proceeding E within the Off Terschelling-German Bight TSS.

Such vessels must not in any way impede those large ships,

especially tankers, which are heading from the German Bight

Western Approach TSS towards the entrances to the River

Jade, the River Weser, or the River Elbe. 

Vessel Traffic Service

8.5 A Vessel Traffic Service (VTS) operates in the approaches to the German Bight (Inner Deutsche Bucht). Participation in this VTS is mandatory for the following vessels:

1. Vessels over 50m in length, including pushed or

towed composite units.

2. Vessels carrying dangerous goods (gas, chemicals,

petroleum, or petroleum products) in bulk.

3. Nuclear-powered vessels.

8.5 The VTS Center can be contacted, as follows:

1. Call sign: German Bight Traffic

2. VHF: VHF channel 79 (western part)

VHF channel 80 (eastern part)

3. Telephone: 49-21-489282

4. E-mail: vz_gbt@whv.wsdnw.de

8.5 Vessels entering the VTS area must maintain a continuous

listening watch on VHF channel 80 (in the E part of the VTS),

on VHF channel 79 (in the W part of the VTS), or on VHF

channel 16.

8.5 A Sailing Plan (SP) must be sent before entering the VTS

area or before leaving a berth within the VTS area.

8.5 The SP must be sent to the VTS Center German Bight

Traffic on VHF channel 79 or 80, as follows:

1. On passing Lighted Buoy GW/B—Vessels approaching the German Bight through the German Bight Western

Approaches TSS.

2. On passing TG13 Lighted Buoy—Vessels approaching the German Bight through the Terschelling-German

Bight TSS.

3. Upon crossing latitude 54°20'N—Vessels approaching the German Bight from the N.

4. Upon crossing the longitude of GW/B Lighted Buoy

(6°54'E.)—Vessels approaching the German Bight from the

W.

5. Before leaving a port within the VTS area.

6. In addition, when approaching VTS Ems from the N

or the E, an SP must be sent to VTS Center Ems Traffic on

VHF channel 18, as follows:

a. When crossing latitude 54°00'N.

b. When crossing the longitude through Lighted Buoy

GW/B (6°54'E). 

8.5 The SP must contain the following information:

8.5 A Position Report (PR) must be sent when passing certain

reporting points in the VTS area. The PR must contain the

following information:

8.5 A PR must be sent to VTS Center German Bight Traffic on

VHF channel 80, as follows:

1. On passing GW/C Lighted Buoy (54°10.6'N.,

7°10.9'E.). 

2. On passing TG17/Weser 1 Lighted Buoy.

3. On passing No. 4a (Neue Weser) Lighted Buoy for

vessels leaving the Neue Weser.

4. On passing No. A2 (Alte Weser) Lighted Buoy for

vessels leaving the Alte Weser.

5. On passing Elbe Lighted Buoy (54°00'N., 8°06'E.) for

vessels leaving the River Elbe.

8.5 Incident Reports (IR) and Deviation Reports (DR) must be

sent to the VTS Center German Bight Traffic as necessary.

8.5 Radar assistance is provided on request or by order of the

VTS Center on VHF channel 80 for vessels under mandatory

pilotage between the Inner Deutsche Bucht (German Bight)

pilot boarding position (2 miles NW of E3 Lighted Buoy) and

Jade 2 Lighted Buoy (53°52'N., 7°47'E.) when visibility is less

than 2,000m. The request should be made to German Bight

Traffic on VHF channel 80, stating the vessel name, call sign,

Designator Information Required

A Vessel name and call sign.

D Position.

U Length (in meters), beam (in decimeters), and type.

O Draft (in decimeters).

G Port of departure.

I Port of destination.

P

Indication if liquefied gases, chemi-cals,

petroleum, or petroleum pro-ducts are or

were carried in bulk. If yes, type,

quantity, and UN number and whether

tanks are uncleaned or completely

inerted.

Q Deficiencies or restrictions on maneuverability.

T Name of vessel’s owner or agents.
Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 169

Pub. 192

and position. The information is given in German or, on request, in English.

8.5 Information broadcasts are given every hour on the hour, in

German and English, on VHF channel 80, concerning details

relevant to the safe passage through the VTS area. These

broadcasts include general fairway and traffic situation information.

8.5 For information concerning local VTS systems within the

River Ems, the River Jade, the River Weser, and the River Elbe,

see Regulations—Traffic Control under the description of each

river. 

Off-lying Dangers

8.6 Numerous production platforms, wells, and gas and

oil pipelines lie in the waters within the approaches to Terschelling and the German Bight, and may best be seen on the

charts. Extreme caution is advised when navigating in the

vicinity of such facilities. Some of the production platforms are

equipped with racons.

8.6 The principal oil and gas fields in the area are listed below:

1. Nam Gas Field (53°30'N., 3°22'E.).

2. Noordwinning Gas Field (53°15'N., 3°10'E.).

3. Placid Gas Field (53°26'N., 4°14'E.).

4. Petroland Gas Field (53°35'N., 4°12'E.).

5. Wintershall Gas Field (53°35'N., 4°28'E.).

6. Mobil Field (52°45'N., 3°45'E.).

7. Helder Oil Field (52°56'N., 4°09'E.).

8. Helm Oil Field (52°52'N., 4°08'E.).

9. Rijn Oil Field (52°18'N., 3°47'E.).

10. Sean Gas Field (53°11'N., 2°52'E.).

11. Orwell Gas Field (53°08'N., 3°02'E.).

12. Davy Gas Field (53°00'N., 2°55'E.).

13. Welland Gas Field (53°00'N., 2°45'E.).

14. Horne and Wren Gas Field (52°54'N., 2°36'E.).

15. Yare Gas Field (53°02'N., 2°35'E.).

16. Thames Gas Field (53°05'N., 2°32'E.).

17. Indefatigable Gas Field (E part) (53°17'N., 2°35'E.).

18. Brigantine Gas Field (53°27'N., 2°42'E.).

19. Corvette Gas Field (53°14'N., 2°37'E.).

20. Chiswick Gas Field (53°56'N., 2°45'E.).

21. Windermere Gas Field (53°50'N., 2°46'E.).

22. Markham Gas Field (53°52'N., 2°55'E.).

23. Grove Gas Field (53°42'N., 2°52'E.).

24. Carrack Gas Field (53°34'N., 2°47'E.).

8.6 For locations of oil and gas fields lying N and W of the

above fields, see paragraph 9.1 and paragraph 3.1, respectively.

8.6 Numerous wrecks, some swept, lie in the vicinity of the approaches to the German Bight and may best be seen on the

chart. Generally, shallow depth wrecks are marked by buoys.

8.6 A complex of towers connected by submarine cables is situated within 15 miles of a central tower (53°44'N., 2°33'E.),

which stands about 40 miles N of the DR1 Lighted Buoy.

8.6 A firing exercise area, used by aircraft, is located between

the East Friesland TSS and the Off Terschelling-German Bight

TSS. 

Terschelling to the Ems Estuary

8.7 Terschelling (53°22'N., 5°10'E.) is the longest island

of the West Friese Eilanden group. Its W and E ends are

formed by large sand flats which, during stormy weather, are

mostly submerged. In the central part of the island, there are

sand dunes which mostly stand 9 to 12m high, but a few attain

heights up to 24m.

8.7 Several wrecks, some dangerous, lie on the coastal bank in

this vicinity and may best be seen on the chart.

8.7 The village of West Terschelling, with a small harbor, stands on

the E side of the SW part of the island. Terschelling Light is shown

from Brandaris Tower, which stands in the village (see paragraph

7.25).

8.7 The islands of Terschelling, Ameland, and Schiermonnikoog lie

off this section of coast. The distance between the W end of

Terschelling and the E end of Schiermonnikoog is about 45 miles.

8.7 Between these islands, navigable passages lead to the inner

waters. Zeegat van Ameland passes between Terschelling and

Ameland, and Friesche Zeegat passes between Ameland and

Schiermonnikoog. However, most of the inner waters are not

navigable, even by small vessels.

8.7 Terschellinger Wad is the area of water lying between

Terschelling and the coast. Other areas include Friesche Wad,

which lies between Ameland and the mainland, and Groninger

Wad, which lies between Schiermonnikoog and the coast.

8.7 Friesland is the mainland province fronted by Terschelling and

Ameland; Groningen, the adjoining province, is fronted in part by

Schiermonnikoog. Lauwerszee, the only place of any significance

in the inner waters, is a bight which lies between Friesland and

Groningen. It is accessible from the sea through Friesche Zeegat.

The sluice harbors of Zoutkamp and Nieuwezijlen, which are sea

outlets for the inland canals, are located within this bight.

8.7 Several villages are situated on Ameland, and one village is

situated on Schiermonnikoog.

8.7 Numerous wrecks, some of which are stranded, lie in the

vicinity of this section of the coastal bank and may best be seen

on the chart. Several wrecks, some swept, lie to seaward of the

coastal bank and up to 20 miles offshore. Depths in the zeegats

and in the inner waters are shallow.

8.7 Winds—Weather.—Ice appears along this coast almost

every year. During mild winters, there may be only several

days with ice on the mainland coast and none along the shores

of the islands. During a very severe winter, ice may be

recorded for over 80 days on the N sides of the islands, for over

90 days on the S sides of the islands, and for up to 100 days in

Lauwerszee; navigation in the inner waters has been reported

closed for 50 to 80 days.

8.7 Ice generally makes its first appearance in the middle of

December and remains until the latter part of March.

8.7 Tides—Currents.—The tide on the seaward sides of the

islands rises 2.4 to 2.6m at springs and 1.8 to 2.3m at neaps.

8.7 As the coast is approached, the tidal currents are more and

more affected by the currents setting into and out of the zeegats

and the Ems.

8.8 Zeegat van Ameland (53°28'N., 5°35'E.), lying

between Terschelling and Ameland, is of little importance to

commercial vessels and provides no safe anchorage in bad

weather; shoals and drying banks extend up to 3.3 miles offshore from the two islands. In addition, Bornrif, a steep-to dry-
170 Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 

Pub. 192

ing bank, extends up to 4.7 miles NW from the W end of Ameland. Kofmansbult, a shallow bank, lies close W of Bornrif.

Westgat, the principal entrance channel, is approached from

the W and leads between Kofmansbult and the Terschelling

coast into Borndiep; the bar, which fronts the entrance to this

channel, has a least depth of 3.7m. Akkepollegat, another

shallow channel, leads between Bornrif and Kofmansbult, but

is not used.

8.8 Borndiep, a deep channel, passes between Terschelling and

Ameland and is marked by buoys. Shallow branch channels

lead into Terschellinger Wad and Friesche Wad from its inner

end.

8.8 Friesche Wad consists mostly of drying flats with several

intersecting small channels. It is only at HW that navigation by

small craft is possible. Buoyed channels branch off from Borndiep and lead to Nes, on the S side of Ameland, and Holwerd,

on the Friesland coast. Two other buoyed channels branch off

from Borndiep and lead to Harlingen; one channel favors the

Terschelling coast and the other favors the coast of Friesland.

8.8 Ameland (53°27'N., 5°47'E.) is bordered at its W end by

dunes which continue along the N coast to within 1.5 miles of

its E end, which is very low.

8.8 A light is shown from a conspicuous tower, 55m high, standing near the W end of this island. Nesserduin, the highest of the

dunes, stands 3.5 miles ENE of the light and has a conspicuous

white patch on its E side. Prominent marks include church

towers standing at Hollum and Nes, a bathing pavilion situated

close N of Nes, and a beacon standing 1.8 miles W of the E end

of the island.

8.9 Friesche Zeegat (53°28'N., 6°04'E.), leading between

Ameland and Schiermonnikoog, provides access to the Lauwerszee and the waters lying between the two islands and the

mainland. These waters can only be entered during fine

weather when the surf is not breaking on the banks at the

entrance. Local knowledge is essential for entering; however,

no pilots are available and the channel is only used by local

fishing boats and small coasters.

8.9 Engelsmanplaat (53°27'N., 6°03'E.), lying abreast the E end

of Ameland, is a bank of sand which does not quite cover at

HW. A lighted beacon and a refuge hut stand near the N end of

this bank.

8.9 Friesche Zeegat is obstructed by drying patches and shoal

banks, with hard sandy bottoms, which lie between Ameland

and Schiemonnikoog. Some of these banks extend up to 3.5

miles offshore. Rif, steep-to with a least depth of 0.9m, is the

outermost bank in the zeegat.

8.9 Westgat, the only usable entrance channel leading into the

zeegat, is marked by a fairway lighted buoy, which is moored

about 3 miles N of Schiermonnikoog Light. This channel leads

S into Zoutkamperlaag and is marked by buoys, but is subject

to continuous changes. The fairway is reported to have a least

depth of 3.2m.

8.9 Zoutkamperlaag (53°23'N., 6°10'E.), which is marked by

buoys, is a continuation of the main channel of the zeegat.

Smaller channels, marked with buoys and perches, branch off

from Zoutkamperlaag and lead S into Lauwerszee, W into the

Friesche Wad, towards the Ameland Dam, and E into Gronginger Wad. At HW, small craft can reach the ferry stage at

Oosterburen through one of these channels.

8.9 The coasts of Friesland, Groningen, and part of the SW side

of Schiermonnikoog are protected by dikes. Several towers

stand on the mainland coasts and are prominent; lights are

shown at Oostmahorn and Zoutkamp.

Lauwerszee (53°23'N., 6°10'E.), which is roughly 5 miles in

extent, dries over its greater part. This bight is enclosed by a

dam and access is obtained through a lock situated at the

harbor of Oort, 4 miles SE of the SW end of Schiermonnikoog;

however, only small vessels can be handled.

8.9 Schiermonnikoog (53°30'N., 6°15'E.), an island located 5.5

miles E of Ameland, has sand dunes standing on its W and N

sides.

8.9 A light is shown from a prominent tower, 43m high, standing

at the W end of the island. A water tower, formerly a light

tower and similar in appearance to the one presently in use, and

a large resort hotel stand in the vicinity of the light. The E part

of the island is formed by a sandbank on which stands a beacon

with a diamond topmark.

Ameland Light

Schiermonnikoog Light
Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 171

Pub. 192

8.9 The village of Oosterburen, with a small tower, stands on the

SW end of the island. A landing stage is situated here for the

ferry boat which runs to Oostmahorn.

8.9 Caution.—Several platforms and submarine pipelines are

situated in the vicinity of the approaches to Frieshe Zeegat and

may best be seen on the chart.

The Ems Estuary

8.10 The River Ems (53°36'N., 6°21'E.), the westernmost

of the German rivers, discharges into the sea through a wide

estuary which lies between the island of Schiermonnikoog, on

the W side, and the island of Juist, 21.5 miles ENE.

8.10 The estuary is fronted by extensive shoal banks which extend

up to about 6 miles seaward from the outer islands. Its outer

part is divided into the Westerems and the Osterems by the

German island of Borkum and Randzel, a large drying flat.

8.10 The principal entrance channel, Westerems Channel, lies

within the Westerems.

8.10 The channels from both sides of the estuary meet and enter

the river proper between the Netherlands coast of Groningen

and the German coast of Ostgriesland. Der Dollard, a large

drying bay, lies in the Ems, 21 miles SE of Borkum. The river

above Der Dollard narrows to a width of less than 0.5 mile.

8.10 The Netherlands ports of Eemshaven and Delfzijl are located

on the Groningen coast and the German port of Emden is

located on the Ostfriesland coast, at the N side of Der Dollatd.

Both ports are connected to the extensive inland waterway

system. In addition, the small German ports of Leer and Papenburg are located in the narrow part of the river, 16 and 22

miles, respectively, above Emden.

8.10 The border between Germany and the Netherlands lies close

SW of Borkum and in the SE part of Der Dollard.

Borkum Riffgrund (53°53'N., 6°15'E.), an extensive bank

with depths of 18 to 36m, lies between 8 and 45 miles NW of

Borkum. This bank is not to be confused with Borkumriff, the

shorebank which fronts the NW side of Borkum and separates

the channels of the Westerems from the Osterems. Borkum

Riffgrund can be distinguished from the inshore banks by the

nature of its bottom which consists of very coarse pebbly sand,

spreckles, gravel, and shells. Soundings on this bank are very

useful in ascertaining the position of a vessel.

Westerems Channel, the main approach into the estuary, lies

between Borkumriff and the easternmost islands of the West

Friese Eilanden group. Above the confluence of the Westerems

Channel and Hubertgat Channel, off the W side of Borkum, the

main fairway in the estuary leads SE through the channels of

Randzelgat and Dukegat into Ostfriesisches Gatje and then to the

ports of Delfzijl and Emden.

8.10 Alte Ems, lying nearly parallel to and SW of Randzelgat, and

Emshorn Fahrwasser, lying nearly parallel to and NE of

Dukegat, are deep secondary channels which lead towards

Ostfriesisches Gatje.

8.10 The outer end of the extensive drying flats, which front the

Groningen coast, lies between the E end of Schiermonnikoog

and a position 2.5 miles SW of Borkum. On this outer end are

the sandy islands of Simonszand, Rottumerplaat, Boschplaat,

and Rottumeroog, located in that general order from W to E.

Sand dunes stand on Rottumerplaat and Rottumeroog, the two

larger islands. Boschplaat, which lies close S of Rottumerplaat,

has a refuge shelter and a beacon standing on it. A house and a

prominent framework beacon, 25m high, stand on Rottumeroog.

8.10 The shore bank, which fronts the seaward side of Rottumerplaat and Rottumeroog, is steep-to and forms the S side of

Hubertgat. It extends 0.5 to 1.5 miles from these islands.

8.10 Several shallow channels, suitable only for small craft with

recent local knowledge, lead between these islands to the inner

waters. The fairways within these channels are marked, in

places, by buoys and perches.

8.11 Borkum (53°35'N., 6°40'E.), the westernmost island

of the Ostfriesische Inseln, has sand dunes up to 18m high

standing on its N and W sides, but is low in its central part. The

town of Borkum, a resort, is situated at the W end of the island.

In addition to the light, the town can be identified by its large

hotel buildings, a church, a water tower, and two disused light

towers.

Borkum Great Light (Borkum Grosser Light) (53°35'N.,

6°40'E.), a light providing directional sectors for the Westerems Channel, is shown from a prominent brick tower, 60m

high, standing on the W coast of Borkum. A disused light

tower is located 0.3 mile E of this light.

8.11 A conspicuous disused light tower, 27m high, stands 0.6

mile S of Borkum Great Light. This tower (Borkum Little) formerly provided directional sectors for the Hubertgat Channel.

8.11 A number of prominent beacons also stand on the island and

may best be seen on the chart.

Borkumriff (53°36'N., 6°37'E.) extends up to 4.5 miles NW

and 9 miles WNW from this island. Irregular depths and some

drying patches may be found on this shore bank.

8.11 Borkum Hafen (53°34'N., 6°45'E.), a small harbor, is

located at the SE end of the island and has a projected depth of

7m at HW. It consists of two basins, Schutzhafen and Kleinbahnhafen, and is entered from Randzelgat through Fischerbalje, a narrow entrance channel, marked by buoys.

8.11 Schutzhafen, the larger of the two basins, has an entrance

70m wide and provides berths for coastal vessels and fishing

Borkum Great Light
172 Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 

Pub. 192

boats with drafts up to 5m. Berths on the E side of the basin are

reserved for navy vessels with drafts up to 7.3m. 

8.11 It is reported that depths at the entrance and within

Schutzhafen may be less than charted due to silting and irregular dredging.

8.11 Kleinbahnhafen has an entrance 65m wide and can be used

by vessels with drafts up to 3m. This basin is used principally

by small coastal vessels ferrying passengers and freight to the

light railroad which runs to Borkum.

8.11 Fischerbalje Light (53°33.2'N., 6°43.0'E.) is shown from a

prominent structure, 16m high, standing on the extremity of the

training wall which extends along the N side of the channel.

8.11 Caution.—Caution must be observed when entering the entrance channel and harbor of Borkum Hafen with a strong SW

wind and a flood tide.

8.12 Westerems Channel (53°38'N., 6°24'E.), the main

entrance fairway, is entered 7.5 miles N of the E end of

Schiermonnikoog. It leads ESE to the N part of Randzelgat

where it is joined by Hubertgat. Borkumriff lies on the N side

of this channel and Rottumer Bult, Ballon Plate, and Hubert

Plate lie on the S side. Several wrecks and areas of foul ground

lie in the vicinity of the fairway, but have swept depths in

excess of 10m.

8.12 Westerems Fairway Lighted Buoy (53°37'N., 6°19'E.),

equipped with a racon, is moored 10 miles NE of Schiermonnikoog Light and marks the entrance to this channel.

8.12 The fairway, which is marked by lighted buoys, has a

dredged depth of 13.1m, which is reduced to 12.9m at the E

end, near the junction with Randzelgat. However, lesser depths

may be encountered due to temporary silting.

Hubertgat (53°35'N., 6°20'E.), a secondary channel, lies

about 4.5 miles N of Schiermonnikoog. It leads between the

shorebank fronting Rottumerplaat and Rottumeroog, on the S

side, and the detached shorebank comprised of Rottumer Bult,

Ballon Plate, and Hubert Plate, on its N side. Horsborn Plate, a

detached shoal bank, lies at the E end of this channel.

Numerous unmarked wrecks lie in the vicinity of this channel,

but those lying within or near the fairway have formerly been

swept to depths in excess of 10m. The fairway, which is

marked by buoys, leads E for about 12 miles. It then passes

over Horsborn Plate into the N part of Randzelgat.

8.12 Hubertgat Fairway Lighted Buoy (53°35'N., 6°14'E.) is

moored about 6.5 miles NE of Schiermonnikoog Light and

marks the entrance to this channel.

It is reported that the fairway is no longer maintained by

dredging and severe silting has taken place. A least depth of

8.3m is reported to lie in the fairway in the vicinity of

Horsborn Plate. Vessels are advised to contact the Ems Traffic

VTS Center for the latest information concerning depths.

8.12 Riffgat (53°39'N., 6°28'E.), a secondary channel which

leads into the Westerems Channel, is entered about 5 miles N

of the central part of Rottumerplaat. It is marked by buoys and

leads between Brokumriff and a shoal patch, known as

Geldsack Plate, lying close W. The entrance to this channel is

marked by Riffgat Lighted Buoy (53°39'N., 6°27'E.), which is

moored 9.5 miles NNE of the E end of Schiermonnikoog. The

fairway is reported to have a least depth of about 6m, but the

depths over the outer bar are subject to frequent large changes

and deep-draft vessels are advised against using this channel.

8.12 Osterems (53°38'N., 6°47'E.), the E approach channel, is

marked by buoys and entered between Borkum and the islands

of Juist and Memmert. It is of little importance and suitable

only for small vessels with local knowledge. Although there

are depths of 4 to 18m within the channel, the fairway leading

to the Ems is restricted by a bar at its S end, which has a depth

of only 0.9m. The channel does provide access, through several

small branches, to the small harbors of Greetsiel and Norden,

which are located on the Ostfriesland coast. The entrance to the

channel is marked by a fairway lighted buoy, which is moored

7 miles NNW of Borkum Great Light.

8.12 Ice.—The channels in the estuary seldom freeze over completely, but during severe winters, there is a considerable

amount of drift ice in these waters. The winds and tidal currents have a great effect on the formation and movement of this

ice. Generally, winds drive the ice to the leeward side of the

channels and the windward sides are occasionally completely

free. The wind influence usually prevails over that of the currents and it is only during gentle breezes that the currents can

move the ice against the direction of the wind.

8.12 In Emshorn Plate, the greatest packing of drift ice occurs at

LW. With a rising tide, the ice is carried into the Ostfriesisches

Gatje and forms, especially with W winds, a solid pack which

can be an obstacle to navigation. At this time, it is advisable

not to enter the estuary without the help of icebreaker vessels

which are normally available on request. During severe

winters, vessels enter through the ice in convoys with the help

Borkum Little Disued Light Tower

Fischerbalje Light
Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 173

Pub. 192

of icebreakers; however, the lighted fairway buoys are removed

and navigation is possible only during daylight hours.

8.12 The estuary is free of ice for about 30 per cent of winters. In

the Westerems and the Randzelgat, the first ice may appear as

early as the third week of December or as late as the latter part

of January. In these same waters, the ice may disappear as early

as the middle or latter part of January or as late as the latter part

of March; on the average, it is gone by the middle of February.

In extreme cases, the first ice was observed as early as the first

week of December and the last ice as late as the third week of

March.

8.12 During severe winters, the ice formation may impede lowpowered vessels, but seldom does it prevent navigation on the

river.

8.12 Tides—Currents.—Normally, the tides rise, at the entrance

of the Hubertgat Channel, about 2.6m at springs and 2.2m at

neaps. Off Knock (53°20'N., 7°01'E.), the tides rise about 3.3m

at springs and 3m at neaps.

8.12 The direction, force, and duration of the winds greatly affect

the direction and rate of the tidal currents and the rise and fall

of the water level. With winds from the S to E, particularly SE

winds, the rise of the tide may be reduced; whereas, with winds

from W to N, particularly NW winds, the rise of the tide may

be increased. At Emden, the highest reported HW was 3.9m

above the MHW level and the lowest reported HW was 2.6m

below the MHW level.

8.12 Seaward of the banks lying in the entrance of the estuary, the

E current sets from about 5 hours 30 minutes before HW at

Delfzijl to about 30 minutes after HW. It increases in force

gradually and, under normal conditions, attains a maximum

rate of about 1 knot, at about 3 hours before HW, before

diminishing gradually. During stormy weather, this current

attains a rate of 2 knots. Slack water lasts until about 1 hour

after HW, at which time the W current begins to set. This current increases to a maximum rate of about 1 knot, at about 4

hours 30 minutes after HW, and then gradually diminishes

again. During stormy weather, it attains a maximum rate of 1.8

knots.

8.12 In the Hubertgat channel, the E or incoming current first sets

towards the openings between the islands E of Schiermonnikoog; however, when it gains strength it sets more in the

direction of the channel.

8.12 In the Westerems channel, the E current sets generally in the

direction of the channel and is strongest in the deepest depths.

Both currents join off Borkum and set SE through Randzelgat

and up the Ems, taking the direction of the channels. Generally,

the W or outgoing current sets in the opposite direction to the

incoming current.

8.12 Within Hubertgat and the Westerems channels, the mean rate

of the currents, in both directions, is 1 to 1.5 knots. In the

Dukegat channel, in the N entrance to Bocht van Watum, and

near the harbor of Emden, the currents may attain rates of 2 to

3 knots at springs.

8.12 Depths—Limitations.—Vessels with draft up to 13.7m can

reach the anchorage at Dukegat Reede at HW. It is reported

that vessels up to 92,600 dwt, 258m in length, 36m beam, and

13.7m draft have used this lightening anchorage area prior to

proceeding to Emden.

8.12 Pilotage.—See Pilotage (paragraph 8.3) and Regulations

(paragraph 8.4) under Approach Routes to the German Bight

for information and regulations concerning large vessels and

vessels carrying dangerous cargo.

8.12 The regulations below apply to all other vessels.

8.12 Pilotage for Netherlands ports is compulsory for the following vessels:

1. For general traffic in the fairway between Westerems

Lighted Buoy and Borkum—Vessels over 150m in length,

25m beam, or 7m draft.

2. For car ferries in the fairway between Westerems

Lighted Buoy and Borkum—Vessels over 120m in length,

20m beam, or 7m draft.

3. In the fairway between Borkum and Eemshaven—

Vessels over 90m in length, 13m beam, or 7m draft.

4. In the fairway between Eemshaven and Delfzijl—

Vessels over 90m in length, 13m beam, or 6m draft.

8.12 Pilotage for German ports is compulsory for the following

vessels:

1. Tankers carrying dangerous or polluting cargo, laden

or unladen, if not declared gas-free.

2. Vessels over 90m in length, 13m beam, or 6m draft.

8.12 Vessels bound for Netherlands ports employ Netherlands

pilots and those bound for German ports employ German

pilots. Vessels can embark pilots from pilot vessels, which are

provided by both countries, in the vicinity of Westerems Fairway Lighted Buoy (53°37'N., 6°19'E.). During bad weather,

the pilot vessels take shelter in the lee of Borkum.

8.12 Vessels must send an ETA at the boarding place and a

request for pilotage at least 12 hours and 6 hours in advance or

on departure from the last port. Requests for Netherlands pilots

should be sent to Loodsdienst, Delfzijl through Scheveningen

(PCH). Requests for German pilots should be sent to Emdlotse,

Emden through Norddeich (DAN). Any delay in the ETA of

more than 1 hour should be reported.

8.12 The German pilot vessel (Kapitan Bleeker) is painted black

with the word “LOTSE” in white letters on both sides of the

hull. The vessel has a yellow stack with a black rim and flies

the German pilot flag (national flag with a white border) from

the fore mast. At night, for identification, this vessel shows a

long flash by searchlight every few minutes.

8.12 Ems pilots (German) may be contacted by e-mail, as follows:

8.12 The Netherlands pilot vessel is painted black with the word

“PILOT” in white letters on both sides of the hull. The vessel

has a black stack and flies a blue flag with a white letter “L”

from the aft mast. At night, for identification, this vessel shows

short flashes for periods of 20 seconds at intervals not exceeding 5 minutes.

8.12 Ems pilots (Netherlands) may be contacted by e-mail, as

follows:

8.12 Regulations.—Extraordinarily Large Vessels on the River

Ems are defined as those exceeding 290m in length, 45m

beam, and 13.72m draft inbound, or 13.41m outbound,

transiting from sea to Dukegat; those exceeding 260m in

pilotstation@emspilots.de

noord@loodswezen.nl
174 Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 

Pub. 192

length, 40m beam, and 10.67m draft inbound, or 10.36m outbound, transiting between Dukegat and Emden; those exceeding 160m in length, 21m beam, and 5.9m draft inbound, or

5.5m outbound, transiting between Emden and Leerort; and

those exceeding 120m in length, 18m beam, and 5.9m draft inbound, or 5.5m outbound, transiting between Leerort and Papenburg.

8.12 Such vessels are tide dependent and entry is allowed only if

the maintained projected depths exist.

8.12 All Extraordinarily Large Vessels, high speed vessels, air

cushion vehicles, and unusually large tug formations must

obtain permission from the Water Police Authority at Emden

24 hours in advance of arrival at the pilot boarding position.

8.12 Oil, gas, and chemical tankers (including towed units),

which are carrying hazardous goods in bulk or have done so

but are not certified gas-free, are permitted to enter the River

Ems only when the visibility is 1,000m or more and navigate

the river only when the visibility is 500m or more. Such vessels

may enter with permission of the Ems VTS.

8.12 See Regulations under the River Ems in paragraph 8.13 for

additional requirements applying to liquid gas tankers.

8.12 Vessel Traffic Service.—See Vessel Traffic Service (paragraph 8.5) under Approach Routes to the German Bight for information concerning the Vessel Traffic Service (VTS) system

applying to vessels navigating within the approaches to German Bight and proceeding to the River Ems, the River Jade, the

River Weser, or the River Elbe.

8.12 Die Ems Vessel Traffic Service (Die Ems VTS) operates in

the River Ems and is mandatory for the following: 

1. Vessels of 50m in length and over inbound from the

German Bight.

2. Vessels of 40m in length and over within the local

VTS area.

3. Vessels carrying dangerous cargo in bulk (gas,

chemicals, petroleum, or petroleum products).

4. Nuclear-powered vessels.

8.12 Vessels must send reports, as follows:

1. An ETA must be sent to VTS Center Ems Traffic at

least 24 hours before transiting the river or on departure from

the last port.

2. A Sailing Plan (SP1) must be sent to VTS Center Ems

Traffic on VHF channel 18 when approaching The Ems from

N or E, as follows:

a. Crossing latitude 54°00'N.

b. Crossing the longitude of GW7 Lighted Buoy

(6°54'E.).

3. A Sailing Plan (SP2) must be sent to VTS Center Ems

Traffic on the appropriate VHF channel, if not already reported by an SP1 to German Bight VTS Center (see paragraph 8.5), as follows:

a. Before entering the local VTS area from sea.

b. Before entering the VTS area from a harbor or

berth within the VTS area.

4. Deviation Reports (PR) or Incident Reports (IR) must

be sent as necessary to VTS Center Ems Traffic on the appropriate VHF channel.

5. Position Reports (PR) must be sent to VTS Center

Ems Traffic on the appropriate VHF channel (see below)

when entering the VTS area, when entering or leaving a lock

or berth, and, on VHF channel 15, when passing the following reporting points (RP): 

a. RP 1—No. 72 Lighted Buoy.

b. RP 2—Papenburg.

8.12 The format for the SP and RP can be found under Vessel

Traffic Servicel (paragraph 8.5) under Approach Routes to the

German Bight.

8.12 Vessels should also report on the appropriate VHF channel

when intending to use one of the following roadsteads:

1. Emden Roads—VHF channel 21.

2. Dry cargo unloading area in Alte Ems—VHF channel

18.

3. Alte Ems Tanker Roadstead—VHF channel 18.

4. Gas Tanker Roadstead—VHF channel 20.

8.12 Other vessels may also use the Alte Ems Tanker Roadstead

and the Gas Tanker Roadstead with prior permission of Emden

Traffic Control, through VTS Ems on VHF channel 18 or 20.

8.12 Vessels over 50m in length bound for Emskai or Emden

Harbor may navigate on the port side of the channel from No.

68 Lighted Buoy and No. 69 Lighted Buoy as long as Ems

Traffic Control is informed immediately on VHF channel 21.

Exceptions to the right-of-way prohibition requires agreement

by the Traffic Center on VHF channel 20 or 21.

8.12 Vessels entering the local VTS area must use and maintain a

continuous listening watch on the appropriate VHF channel of

VTS Center Ems Traffic, or on VHF channel 16, as follows:

1. No. 1 Lighted Buoy to No. 35 Lighted Buoy (Westerems/Randzelgat)—VHF channel 18.

2. H1 Lighted Buoy to A5 Buoy (Hubertgat)—VHF

channel 18.

3. A5 Buoy to No. 35 Lighted Buoy (Alte Ems)—VHF

channel 18.

4. No. 35 Lighted Buoy to No. 57/Oterdum-Reed

Buoy—VHF channel 20.

5. No. 57/Oterdum-Reed Buoy to No. 86 Buoy—VHF

channel 21.

6. No. 86 Buoy to Papenburg—VHF channel 15.

8.12 Radar advice is provided on request or if instructed by the

VTS Center (in German or English) on the appropriate VHF

channel. The request should include the name of the vessel,

call sign, and position. The service is provided when visibility

is less than 2,000m, when the pilot vessel is located in a

sheltered position, when buoys are withdrawn due to ice, when

required by a traffic situation, and when requested.

8.12 Borkum radar station covers the area from No. 1 Lighted

Buoy to No. 35 Lighted Buoy and can be contacted on VHF

channel 18; Knock radar station covers the area from No. 35

Lighted Buoy to No. 57 Lighted Buoy and can be contacted on

VHF channel 20; and Wybelsum radar station covers the area

from No. 57 Lighted Buoy to Emden and can be contacted on

VHF channel 2.

8.12 Traffic information is broadcast at 50 minutes past every

hour on VHF channels 15, 18, 20, and 21.

8.12 Die Ems VTS may be contacted by e-mail, as follows:

8.12 A local Vessel Traffic Service (VTS) system also operates

within the roadsteads of Eemshaven and Delfzijl harbors. This

system is mandatory for all ocean-going vessels. It is managed

by the Harbor Coordination Center (HCC), which has a direct

vts-ems.wsa@emd.wsdnw.de
Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 175

Pub. 192

line of communication with the River Ems VTS (Die Ems

VTS). For more information, see paragraph 8.15.

8.12 Directions.—See Approach Routes to the German Bight in

paragraph 8.4 for information concerning the Traffic Separation Schemes (TSS) and Deep-Water Routes situated in the

approaches to the River Ems estuary.

8.12 When approaching from the N, vessels may pass through the

TSS by way of Borkumriff Lighted Buoy (53°47'N., 6°22'E.),

which is moored 11 miles N of the entrance to Westerems.

8.12 The main fairways within the River Ems are marked by

lighted buoys, sector lights, and lighted ranges which may best

be seen on the chart. Radar lines, which indicate the midchannel tracks through the main fairways, are also shown on

the chart.

8.12 Caution.—Numerous wrecks lie in the approaches and entrance to the estuary and may best be seen on the chart.

Generally, wrecks lying in the vicinity of the entrance channels

have been swept to depths in excess of 9m; most are marked by

buoys.

8.12 Several National Park Wildlife Sanctuaries, the limits of

which are shown on the chart, are situated along the banks adjacent to the estuary. Entry into these areas is restricted.

8.12 Several submarine pipelines and cables lie in the approaches

and within the estuary and may best be seen on the chart.

8.12 Due to the existence of ground mines within Westerems,

which were disarmed but not cleared, caution is necessary

when anchoring or fishing.

8.12 Not all water areas in the approaches have been swept for

mines; however, the mine danger for surface navigation is

currently not considered to be greater than other dangers to

marine traffic.

8.12 During gales from W to NW and especially with a falling

tide, heavy seas may be encountered within the Westerems

Channel. In addition, during onshore winds, breakers may occur on the shoal areas in the vicinity.

The River Ems 

8.13 Randzelgat (53°34'N., 6°40'E.) is the continuation of

the main fairway up the river. It leads SE from the confluence

of Hubergat and the Westerems Channels, off the W side of

Borkum, to the junction with Dukegat. The extensive drying

bank of Randzel lies on the NE side of this channel and the

shoal bank of Mowensteert lies on the SW side.

The fairway in the channel, which is marked by lighted

buoys, has dredged depths of 12.8m at the W end and 10m at

the SE end.

8.13 Alte Ems (53°31'N., 6°41'E.), a secondary channel, is

marked by buoys and is separated from Randzegat by Mowensteert, a shallow shoal bank. This channel, which was formerly

the main channel, is entered from the N part of Randzelgat and

leads SE into Dukegat. The fairway is fairly deep, but is subject

to frequent depth changes. Anchorage berths lie within this

channel.

8.13 Dukegat (53°28'N., 6°52'E.) leads SE from Randzelgat between Emshorn Plate, on its NE side, and Robben Plate and

Hundsteert, on its W and S sides. It is divided by Dukegat

Plate, a narrow shoal area which lies in mid-channel. The main

fairway, which is marked by lighted buoys, leads SW of this

shoal area and has a dredged depths of 10m at the N end and

9m at the S end. This channel leads into the N part of Ostfriesisches Gatje.

8.13 Ostfriesische Gatje (53°23'N., 6°58'E.), dredged to a depth

of 9m, leads SSE from the S end of Dukegat to a position close

S of Knock (53°20'N., 7°01'E.). From here, vessels may proceed SSW into the port of Delfzijl or E, through Emder Fahrwasser, to the port of Emden. Within this main fairway, deepdraft vessels have the right of way over light-draft vessels.

Aspect.—Campen Light (53°24'N., 7°01'E.), a directional

light, is shown from a framework tower, with a central column,

standing on the E side of the channel. The tower is 65m high

and very conspicuous.

A conspicuous burn-off flare surmounts a chimney, 74m

high, which stands in the vicinity of a gasworks, 2.7 miles S of

Campen Light.

A prominent disused light tower, 11m high, stands at Pilsum,

5.6 miles N of Campen Light.

Regulations.—Below are extracts from the German river

special regulations concerning navigation of liquid gas tankers

in the River Ems. 

An escort by the Water Police is required by the following

liquid gas tankers:

1. Vessels with load capacity between 5,000 and 20,000m3

from No. 44 Lighted Buoy to Emden.

2. Tide dependent vessels with cargo exceeding

20,000m3

 from No. 26 Lighted Buoy to Emden.

The following rules apply to liquid gas tankers exceeding a

load capacity of 2,500 cubic meters:

Campen Light

Pilsum Disued Light Tower
176 Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 

Pub. 192

1. Vessels must enter and depart through Westerems Channel.

2. Two VHF radios must be operable and capable of

communications with Ems radar stations and other ships.

3. Vessels with the right-of-way and oil, gas, and chemical tankers proceeding in the same direction must not enter a

safety zone extending 2 miles ahead or astern of the liquid

gas tanker.

8.13 The following rules apply to liquid gas tankers exceeding a

load capacity of 30,000 cubic meters:

1. Two pilots must be employed and the vessel must accept

radar assistance from the radar stations.

2. In addition to the two previously-mentioned VHF

radios, the vessel must be equipped with two radars, one

electric log, and one engine revolution indicator, which are

all serviceable.

3. Between No. 10 Lighted Buoy and No. 30 Lighted

Buoy, speed is limited to a maximum of 14 knots; then to

No. 57 Lighted Buoy, speed is limited to a maximum of 12

knots.

4. A minimum of two tugs must be secured for the

passage between No. 57 Lighted Buoy and Emden.

5. Entry into Emden is prohibited during the first 3 hours

and 30 minutes of the incoming tidal current.

8.13 The following additional rules apply to liquid gas tankers

loaded with a cargo exceeding 30,000 cubic meters:

1. The draft must not exceed 10.22m.

2. Tugs must be secured at No. 30 Lighted Buoy.

3. A vessel inbound must have passed No. 57 Lighted

Buoy at least 1 hour before HW at Emden.

8.13 Additional traffic regulations apply to liquid gas tanker

proceeding above No. 46 Lighted Buoy and No. 47 Lighted

Buoy (Gatjebogen).

8.13 Anchorage.—Borkum Reede (53°33'N., 6°41'E.), a designated anchorage area, lies on the S side of the main fairway in

Randzelgat and has depths of 15 to 19m.

8.13 Vessels with drafts suitable to enter Osterems may anchor, in

depths of 13 to 18m, within an area lying on the N side of

Borkum, in Voorentief.

8.13 A large designated anchorage area lies in Alte Ems (53°

30'N., 6°45'E.) and has depths of 10 to 13m. The NW section,

known as Alte Ems Reede, is a general anchorage; the central

section is an explosives anchorage; and the SE section is a

tanker anchorage. The SE section may be used on request by

vessels other than tankers. 

8.13 Dukegat Reede, a designated anchorage area, lies in the SE

part of Alte Ems and has depths of 11 to 15m. It is used as a

transshipment and lightening anchorage.

8.13 Due to the changeable depths in the N part of Alte Ems,

vessels generally approach the anchorages in this vicinity from

S via Westerems Channel and the main fairway in Randzelgat.

This route has a least depth of 12.5m as far as the designated

anchorages in Alte Ems.

8.13 Vessels with draft up to 13.7m can reach Dukegat Reede at

HW. It is reported that vessels up to 92,600 dwt, 258m in

length, 36m beam, and 13.7m draft have used this lightening

anchorage area prior to proceeding to Emden.

8.13 Gas Tanker Anchorage (53°25'N., 6°57'E.), a designated

area, lies on the E side of the main fairway in Ostfriesische

Gatje. It has depths of 8 to 11m and is used by gas tankers with

a length less than 230m and a draft less than 7m.

8.13 The limits of the above anchorage areas are marked by buoys

and may best be seen on the chart.

8.13 Caution.—High speed craft operate between Borkum and

Emden.

8.13 Depths within the channel outside of the main fairway

change frequently.

8.13 Between Emden and Leerort (53°13'N., 7°26'E.), numerous

fishing nets are placed between stakes, clear of the main

fairway, from the middle of March to May, annually.

8.13 A ferry crosses the river near Ditzum (53°20'N., 7°16'E.).

8.14 Eemshaven (53°27'N., 6°50'E.), a port, is located on

the S shore of Dukegat channel. The harbor consists of an

entrance channel and three tidal basins.

8.14 Tides—Currents.—Tides rise about 3m at springs and 2.7m

at neaps.

8.14 Depths—Limitations.—Doekgatkanaal, the entrance fairway, leads between two breakwaters and has a dredged depth

of 10.1m.

8.14 Wihelminahaven, the basin on the E side of the harbor, is

600m long and has depths of up to 15m. Julianahaven, the

basin on the W side, is 1,200m long and has depths up to

13.1m. Emmahaven, another basin on the W side, is 500m long

and has depths up to 8.1m.

8.14 There are facilities for tanker, LPG, chemical, ro-ro, passenger, bulk, container, general cargo, ferries, and offshore oil

and gas exploration support vessels. Vessels up to 40,000 dwt,

250m in length, and 10.5m draft can be accommodated. An underkeel clearance of 10 per cent is required.

8.14 Aspect.—The entrance fairway is indicated by lighted

ranges which may best be seen on the chart.

8.14 A conspicuous chimney, 128m high, stands on the shore at a

power station, about 2 miles SE of the harbor entrance.

8.14 A prominent radar tower, 38m high, stands on the S breakwater of a small intake basin, close N of the above chimney.

8.14 Pilotage.—See Pilotage for the River Ems (paragraph 8.12).

8.14 Regulations.—Vessels over 230m in length and/or with a

draft of 10m or more, when navigating in the approaches of the

port, are required to display the appropriate shape or lights for

Eemshaven
Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 177

Pub. 192

vessels constrained by their draft as per Rule 28 of the International Regulations for Preventing Collisions at Sea (1972).

8.14 Vessel Traffic Service.—A Vessel Traffic Service (VTS) operates in the roadstead approaches and main fairways of Eemshaven and Delfzijl harbors. For more information, see Regulations for Delfzijl in paragraph 8.15. 

8.14 Caution.—The dredged entrance fairway has sides which

shoal steeply and vessels are recommended to remain strictly

on the alignment of the lighted ranges.

8.14 Depths within the harbor basins may be less than charted due

to irregular dredging.

Delfzijl (53°20'N., 6°56'E.)

World Port Index No. 30990

8.15 The port of Delfzijl is located on the SW side of the

Ems and provides access, via a lock, to Eemskanal, which

leads 14 miles WSW to Groningen. Coasters and small craft

can enter the inland waterway system at Groningen and reach

the S part of the Netherlands and the Rhine.

8.15 Tides—Currents.—Tides rise about 3.5m at springs and

3.2m at neaps.

8.15 The tidal currents frequently set strongly near the harbor and

squarely across the entrance.

8.15 Depths—Limitations.—The main harbor consists of two

basins which are situated 2.7 miles W of the entrance. Paapsund Sud leads from the main river fairway into Zeehavenkanaal. This short channel has a least depth of 7.3m. Zeehavenkanaal, protected by a breakwater on its N side, then leads to

the basins. This narrow channel has a least depth of 10m.

8.15 Several private factory jetties are situated along the S side of

Zeehavenkanaal. They have depths up to 9.9m alongside and

can handle vessels up to 200m in length. Handelshaven has

depth of 7 to 8.9m alongside. This basin provides 570m of

berthage at its W side and has a main quay, 650m long, at its

NE side. There are also facilities for offshore oil and gas

exploration support vessels. 

8.15 Damsterhaven is entered from the W side of Handelshaven.

The entrance is spanned by a movable bridge and can be used

only by vessels with a beam of 10.5m or less. The basin has

140m of berthage with a depth of 4.4m alongside.

8.15 Vessels up to 220m in length and 9m draft can be accommodated within the harbor. An underkeel clearance of 10 per

cent is required.

8.15 The locks providing access to the Eemskanaal are situated on

the S side of harbor. Vessels up to 120m in length, 16m beam,

and 5.2m draft may enter and transit the canal to Groningen.

8.15 Oosterhornhaven, an inner harbor at Delfzijl, is entered from

the canal and contains a number of private industrial berths. It

can handle vessels up to 75m in length, 12.5m beam, and 4.5m

draft.

8.15 Aspect.—The entrance fairway is indicated by a lighted

range which may best be seen on the chart.

8.15 A very conspicuous silo, with a conveyor, stands on the S

side of Zeehavenkanaal, 1 mile W of the port entrance.

8.15 A light is shown from Knock Radar Tower, which stands on

the N side of the Ems, 1.5 miles NNE of the port entrance. This

conspicuous tower is 55m high and is surmounted by a spherical scanner.

8.15 Pilotage.—See Pilotage for the River Ems (paragraph 8.12).

8.15 Vessel Traffic Service.—A Vessel Traffic Service (VTS) operates within the roadsteads and main fairways of Eemshaven

and Delfzijl harbors. This system, which has both English and

Dutch as official languages, is mandatory for all ocean-going

vessels. It is managed by the Harbor Coordination Center

(HCC), which has a direct line of communication with the

River Ems VTS (Die Ems VTS) (see paragraph 8.12).

8.15 All vessels within the VTS area sectors must keep a continuous listening watch on the appropriate VHF channel. Such

VHF channels are displayed on sector notice boards along the

fairways.

8.15 Ocean-going vessels should send a report to the HCC at least

24 hours prior to arriving at the port entrance. The report must

state the vessel’s name, type, position, and destination. All

vessels must report when passing each sector boundary, entering or leaving a harbor, crossing a fairway, leaving a berth,

turning, or swinging.

8.15 Radar assistance is available on request. A general message

for shipping is broadcast at 10 minutes past every even hour on

VHF channel 66.

8.15 Below are extracts from the port regulations:

Delfzijl

Knock Radar Tower (Light)
178 Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 

Pub. 192

1. Inbound traffic in Paapsund Sud has priority over outbound traffic.

2. Ocean-going vessels navigating in Zeehavenkanaal

are prohibited from overtaking.

3. When ocean-going vessels navigating in Zeehavenkanaen are likely to meet on opposite courses within 100m

of a berthed vessel W of No. 5 Lighted Beacon, the vessel

having the berthed vessel on its starboard side shall give way

to the other vessel.

4. Ocean-going vessels over 130m in length or having a

draft of 7.5m or more, when navigating in Zeehavenkanaal,

must display the appropriate shape or lights for a vessel constrained by its draft.

Emden (53°20'N., 7°11'E.)

World Port Index No. 30950

8.16 Emden, the westernmost port of Germany, is located

on the Ems, 39 miles above Westerems Fairway Lighted Buoy.

It is one of the most important transshipment ports for bulk

cargo, which is imported to and exported from the Ruhr via the

Dortmund-Ems Kanal. In addition, the port is also connected to

the River Jade and the River Weser via Wilhelmshaven and the

Ems-Jade Kanal.

8.16 Tides—Currents.—The tide at the port entrance rises about

3.6m at springs and 3.3m at neaps.

8.16 Strong winds, particularly from WNW and NW, raise the

water level and winds from the SE lower it.

8.16 The tidal currents set in the direction of the approach channel and across the harbor entrance. In the W part of the

approach channel, the incoming current begins to set about 5

hours 45 minutes before HW at Emden and attains a maximum

rate of 2.3 knots at springs. The outgoing current begins to set

at about the time of HW and attains a maximum rate of 2.5

knots at springs.

8.16 Depths—Limitations.—The port is approached through a

dredged entrance channel, with a controlling depth of 8.1m,

and consists of an outer harbor and an inner harbor. 

8.16 Aussenhafen, the outer harbor basin, is tidal. The inner harbor consists of an extensive wet dock complex, which is

formed by several interconnected basins. Overhead power

cables, with a vertical clearance of 43m, span these harbors.

8.16 Emskai, a general cargo quay with a ro-ro ramp at the E end,

is situated on the N side of the bank, close W of the entrance to

the outer harbor basin. It is 272m long and has a depth of 8.5m

alongside.

8.16 Aussenhafen, the outer harbor basin, provides about 1,100m

of main commercial quayage, with depths of 8.5 to 9m alongside.

8.16 The inner harbor wet dock complex can be entered through two

locks. Nesserland Lock is situated at the N end of Aussenhafen

and leads into the S end of Binnenhafen. It is 110m long, 14.3m

wide, and has a depth of 3.5m over the sill. A lifting road bridge

spans the S end of the lock. In addition, two bascule bridges span

Binnenhafen, about 1 mile NNE of the lock. They both have a

navigable width of 17.3m.

8.16 Vorhafen, a basin, branches NE from close inside the harbor

entrance and forms the approach to Grosse Lock, which leads into

Neuer Binnenhafen. This main lock is 260m long, 40m wide, and

has a depth of 10m over the sill. Generally, vessels up to 255m in

length, 35.5m beam, and 10.7m draft can be handled. However,

vessels over 240m in length and 33m beam require special

permission.

8.16 The main quays within Neuer Binnenhafen include Sudkai,

932m long, and Nordkai, 480m long, which have depths of

11.9m and 11.5m alongside, respectively.

8.16 Industriehafen, another main basin, has 1,000m of total

berthage with depths up to 10.5m alongside. Stichkanal, a

basin, is entered from the N side of Industriehafen. It has 350m

of berthage with depths of 7m alongside.

8.16 The port has facilities for general cargo, bulk, container, roro, ferry, tanker, LPG, timber, fishing, and automobile carrier

vessels. Vessels up to 10.67m draft can be handled at HW. It is

reported that vessels up to 11.25m draft can be handled at

HWS.

8.16 After lightening at the Dukegat Reede in Alte Ems (paragraph 8.13), vessels up to 92,600 dwt, 258m in length, 36m

beam, and 10.7m draft have entered the port at HW.

8.16 There is a dry dock in the port which can handle vessels up

to 55,000 dwt, 218m in length, 29m beam, and 6.9m draft.

8.16 Aspect.—The entrance to the harbor is indicated by a lighted

range which may best be seen on the chart.

8.16 Wybelsum Radar Tower, which shows a light, stands about

2.5 miles W of the harbor entrance and is conspicuous.

8.16 Several prominent chimneys, masts, and wind generators

stand in the vicinity of the harbor wet docks.

8.16 Pilotage.—See Pilotage for the River Ems (paragraph 8.12).

8.16 Regulations.—Vessels entering the harbor from the main

river fairway during the flood tidal current have precedence

over all other vessels.

Emden Ro-Ro Terminal

Wybelsum Radar Tower (Emden)
Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 179

Pub. 192

8.16 Vessels departing through Vorhafen have precedence over

those departing through Aussenhafen.

8.16 Vessel Traffic Service.—For details of the River Ems VTS,

see Vessel Traffic Service under the Ems Estuary (paragraph

8.12).

8.17 Der Dollard (Der Dollart) (53°18'N., 7°10'E.), a large

and shallow bay, indents the S bank of the river, S of Emden.

With the exception of a small harbor lying at the head, which

provides access to the inland waterway system, the bay is of

little importance to general shipping as it is almost entirely

obstructed by drying flats. The border between the Netherlands

and Germany is situated in the E part of this bay.

The River Ems is navigable by small ocean-going vessels as

far as the port of Papenburg, 22 miles from Emden. The port of

Leer is situated on the Leda River, which joins the Ems at

Leerort (53°13'N., 7°26'E.), 15 miles above Emden. The

Dortmund-Ems Kanal is entered from the river through a lock

at Oldersum (53°19'N., 7°20'E.), 6 miles above Emden. The

small port of Weener is situated on the W bank of the river, 3.5

miles above Leerort.

8.17 The fairway in the river is narrow and tortuous and is marked

by buoys as far as Leerort. Above Leerort, beacons, fitted with

reflectors, stand on the banks and indicate the course of the

fairway.

8.17 A flood barrage is situated on the River Ems about 4 miles

above the entrance to Emden. The main opening for shipping is

60m wide and has a depthof 9m over the sill. A secondary

opening, for barges bound upriver only, is 50m wide and has a

depth of 7m over the sill. It has a vertical clearance of only

5.75m.

8.17 Overhead cables span the river 0.8 mile NE and 1.5 miles S

of Weener (53°10'N., 7°22'E.). The have a minimum vertical

clearance of 50m.

8.17 A bascule road bridge, with two passages, spans the river 0.4

mile below Leerort. The E passage has a navigable width of

40m and the W passage has a navigable width of 43m.

8.17 A bascule rail bridge spans the river 0.4 mile above Weener.

It has a navigable width of 24m.

8.17 The fairway has a controlling depth of 3.8m as far as Papenburg. The water level of the river above Emden is affected by

freshets and the wind. Strong W winds sometimes cause the

water to rise almost 0.6m above the normal level; strong E and

SE winds cause a noticeable lowering of the water level. The

tidal influence is felt as far as Papenburg; at springs, the tide

rises up to 3m at Leerort and up to 2m at Papenburg.

8.17 Ditzum (53°19'N., 7°17'E.) is located on the S bank of the

river, 4 miles above Emden. It has a small tidal harbor which

provides 150m of berthage, with a depth of 3.5m alongside at

HWS. Vessels up to 30m in length can be handled.

8.17 Leer (53°14'N., 7°27'E.) (World Port Index No. 30960), a

small port, is entered via a lock, spanned by a drawbridge, from

the Leda River. The lock is 192m long, 26m wide, and has a

depth of 7m on the sill at HW. Vessels up to 3,000 dwt and 5m

draft can enter. The harbor, which consists of two wet basins,

provides 500m of berthage with depths of 4 to 6m alongside.

8.17 Weener (53°10'N., 7°22'E.), a small town, stands on the W

bank of the river, 4 miles above Leerort. The small harbor is

mostly used by inland waterway vessels and pleasure craft. It

has a depth of 2.2m alongside at HWS and is entered through a

lock which is only 10m wide.

8.17 Papenburg (53°06'N., 7°23'E.) (World Port Index No.

30970) is located at the head of a short canal which leads from

the E bank of the river, 22 miles above Emden. The harbor consists of a wet basin complex which is entered through two

locks. The main entrance lock is 152m long, 26m wide, and

has a depth of 6m over the sill. The other lock is 45m wide and

has a depth of 7m over the sill. It has no chamber and is used

for large vessels. The harbor provides 3,000m of total berthage

with depths of 3 to 6m alongside. There is also a large shipbuilding yard. Vessels up to 250m in length, 43m beam, and

5.5m draft can be accommodated.

The Ems Estuary to the River Jade and the River

Weser

8.18 The Ostfriesland coast between the Ems Estuary and

the Jade Estuary is fronted by Juist, Norderney, Baltrum,

Langeoog, Spiekeroog, and Wangerooge. All of these islands,

with the exception of Juist, lie within 5 miles of the mainland.

Shallow banks lie off the seaward sides of these islands and

drying flats and shallow channels occupy the water areas to the

S of them; only small craft can navigate through these areas.

8.18 All of the islands are composed of fairly high and bare sand

dunes which makes it difficult to identify them. A village

stands on the W end of each of the islands and there are small

harbors fronting the villages on Norderney and Langeoog.

Several radio masts stand on Norddeich and are visible from

seaward. The church at Esens, on the mainland, is also visible

from seaward on some bearings. 

8.18 The channels lying between the islands provide access to the

small harbors on the islands and also to the shallow fairways

which lead to several small harbors on the mainland. These

harbors include Norddeich, Nessmersiel, Dornumersiel, Westerackumersiel, Bensersiel, Neuharlingersiel, and Carolinsiel.

The islands are popular resorts and many small ferries run

between them and the mainland. 

8.18 Ice.—On the seaward sides of the Ostfriesische Inseln, ice

forms on the shallow shorebanks during severe winters, but it

does not extend far enough seaward to affect the coastal traffic.

However, in the channels lying between the islands and on the

flats, enough ice occasionally forms to close the area to

navigation for extended periods of time.

8.18 Tides—Currents.—The tide rises in these waters 2.7 to 3m

at springs and 2.4 to 2.7m at neaps.

8.18 In the waters N of the Ostfriesische Inseln, the tidal currents

set in an E and W direction. The times at which the currents

begin and the directions in which they set are subject to

considerable variations and are perhaps affected by the currents

setting into and out of the channels lying between the various

islands.

8.18 About 9 miles NW of Norderney Light, the E tidal current

sets about 4 hours and 1 hour before HW at Helgoland (the

reference port). Its rate at springs varies between 0.7 and 1.5

knots. The W current sets from about 2 to 6 hours after HW

and attains a rate at springs up to 1.3 knots. These currents in

turning from an E to a W set follow a counterclockwise rotary

direction; at such times the rate of the current may be up to 0.5

knot. Slack water occurs at about 5 hours 30 minutes before

HW and at about 30 minutes after HW.
180 Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 

Pub. 192

8.18 In all the channels lying between the islands, the incoming

currents set S and the outgoing currents set N; these currents

are strongest in the deepest channels.

8.18 After passing between the islands, the incoming current from

each entrance channel spreads out and sets S and then E and W

behind the islands. At first, these currents set through the

channels, but as the tide rises they set across the flats.

8.18 Caution.—A large ammunition dumping ground area lies

6.5 miles N of Spiekeroog and may best be seen on the chart.

8.18 Numerous shoal patches and shallow depths lie within 2.5

miles of the shore.

8.18 Numerous wrecks and several isolated foul areas lie offshore

and may best be seen on the chart. Most of the wrecks have

been swept and some are marked by buoys.

8.18 Several submarine pipelines and cables extend from the

shore along this section of coast and may best be seen on the

chart. Extreme caution should be exercised when navigating in

the vicinity of gas pipelines.

8.18 Many parts of the islands and drying banks fronting the

Ostfriesland coast are designated as nature reserves.

8.19 Memmert (53°38'N., 6°53'E.), an island covered by

sand dunes, lies 2.5 miles NE of the E end of Borkum. A

prominent disused light tower stands on its SW coast.

8.19 Juister Riff, a large shelving shorebank, extends up to 6.5

miles WNW from Memmert and merges with Borkumriff in

the S part of the entrance channel.

8.19 Juister Balje, a shallow channel, leads along the W and N

sides of Memmert to a pier situated on the S side of Juist. It

then continues E to Norderneyer Seegat.

8.19 Juist (53°40'N., 6°52'E.), a long and narrow island, is

marked by sand dunes which stand on its W and central parts

and rise to a height of 20m. Several villages, with prominent

buildings, are situated near the central part of this island, to the

S of the dunes. Conspicuous beacons stand near the E and W

ends. A conspicuous round water tower stands near the center

of the island and a prominent hotel stands close W of it. An

aeronautical light is shown near the airfield, which is situated

in the E part of the island.

Norderney (53°43'N., 7°15'E.), the largest of the Ostfriesische Inseln, is the principal beach resort in the islands.

A chain of sand dunes, up to 21m high, stretches across the

N side of the island, except at the E end which is low. The

highest group of dunes stands near the center and is known as

Weisse Dune because of their whitish color. 

8.19 A light is shown from a conspicuous red brick tower, 54m

high, standing near the center of the island.

8.19 A town, with a small harbor close S of it, is situated at the W

end of the island. Prominent landmarks in the town include

several buildings, a square water tower, the chimney of the

power station, the church tower, and a school with a conical

turret. Norderney Beacon, 12m high, stands on a dune, 15m

high, close W of the town and is conspicuous. Several other

beacons stand on the island including a prominent one, 10m

high, at the E end.

8.19 Norderneyer Seegat, a buoyed channel, leads between Juist

and Norderney, and provides access to the small harbor at the

W end of Norderney and to Norddeich, situated on the mainland. Schluchter and Dove Tief, two entrance channels, lead

over the shoals in the zeegat to a deep lying off the W end of

Norderney. From this deep, Buse Tief leads S to Norddeich and

Riff Gat leads E past the harbor on Norderney and over the

flats on the S side of this island. Both of these entrance channels are shallow, subject to frequent changes, and at times silt

up completely. Dove Tief has depths of less than 2m and

Schuchter has depths of 0.3 to 2m. Buoys and ranges, which

mark the fairways, are removed when the channels occasionally silt up. The entrances to the channels are marked by

lighted buoys which may best be seen on the chart.

8.19 The harbor at Norderney consists of an enclosed basin, with

dredged depths of 2.5m, which is used by fishing boats, small

passenger vessels, and coasters. It usually silts up to a depth of

2m. A berth at the head of a pier outside the harbor has a depth

of 5m alongside and can be used by larger vessels.

8.19 Norddeich (53°38'N., 7°10'E.), a small port, is located on

the mainland, S of Norder-ney. It is approached through Buse

Tief and then entered through a channel, 1.2 miles long and

50m wide, contained between two stone training walls. These

walls are covered at HW and marked by stakes. The fairway is

indicated by lighted ranges. Prominent landmarks in the town

include the water tower and the railroad station. Several

conspicuous radio masts stand close S of the town.

8.19 Small coasters up to 60m in length and 4m draft can be accommodated in the harbor at HW. 

8.19 Baltrum (53°44'N., 7°24'E.), the smallest of the island

group, is separated from Norderney by Wichter Ee. The W and

middle parts of this island are marked by sand dunes, 15m

high, whereas the E end is low. A village stands near the W end

of the island and another stands near the middle, along the S

side. Prominent beacons stand 0.5 mile W of the E end of the

island and near the middle. A pier, with a berth 200m long,

extends from the SW shore and has a depth of 3m alongside at

HW. Wichter Ee, the shallow passage, is available only to small

craft.

8.20 Langeoog (53°45'N., 7°32'E.) has a chain of sand dunes,

15 to 20m high, standing along its N shore. They are grouped in

such a manner that, from seaward, they appear to be three islands.

A small harbor is located 1 mile S of the main village which

stands on the W end of the island. It is well-sheltered, but the

depths alongside the berthing facilities are very shallow. The

church tower, the water tower, and a framework mast standing in

the village are all prominent from seaward. In addition, a prominent beacon stands on the E end of the island. The high church

steeple at Esens, on the mainland S of the E end of the island, is

also visible from off shore.

Norderney Light 8.20 Ackumer Ee (53°43'N., 7°27'E.), a narrow channel, leads
Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 181

Pub. 192

between Baltrum and Langeoog and provides access to the

small harbors on the latter island and on the mainland. This

shallow channel is used principally by fishing boats and small

coasters with local knowledge.

8.20 Spiekeroog (53°46'N., 7°44'E.) has sand dunes up to 20m

high standing on its W part, but is low elsewhere. A village is

situated near the W end of the island and a prominent beacon

stands on the dunes close NE of it. A wind gauge stands on the

W extremity of the island and a beacon stands at the E

extremity. A pier extends from the S shore of the island and has

a depth of 4m off the head at HW.

8.20 Otzumer Balje (53°46'N., 7°38'E.), a channel marked by

buoys, leads between Langeoog and Spiekeroog and provides

access to the pier on the latter island and to the small mainland

harbor of Neuharlingersiel. The buoys are frequently moved to

conform to the shifting channel.

8.20 Wangerooge (53°47'N., 7°54'E.), the easternmost island of

the group, is located on the S side of the entrance to the Jade

estuary. The dunes on this island do not exceed a height of 15m

and change shape frequently. The island is a resort; several

large buildings stand on it. A small airfield is situated near the

center. Strand Beacon stands near the E end of the island, on

the S side. It is 16m high and prominent.

8.20 Wangerooge Light (53°47'N., 7°52'E.), a light with directional sectors for the approach to the River Jade, is shown from

a conspicuous tower, 64m high, standing near the W end of the

island.

8.20 Wangerooge West Tower, 52m high, is situated 0.3 mile S of

this light and is promient from seaward.

8.20 A conspicuous disused light structure (Wangerooge) stands

near the center of the island, 1.5 miles E of the light; a prominent signal station is situated 0.3 mile NNW of it.

8.20 Harle (53°47'N., 7°50'E.), a channel marked by buoys, leads

between Spiekeroog and Wangerooge and provides access to

the branching channels S of these two islands. These branching

channels lead E to join the Jade estuary, S to the small harbor at

Harlesiel, and W to join the fairway S of Spiekeroog. The

approach channel leading over the shallow bar at the entrance

is marked by a lighted buoy, which is moored about 2.3 miles

NW of Wangerooge Light. Several groins extend into the channel from the shore at the W side of the island and act as breakwaters. The channel is used only by small coasters and fishing

vessels. Local knowledge is required.

8.20 Caution.—Foul areas (explosives) lie centered 3 and 7 miles

NW of the W end of Wangerooge in the approaches to the Jade

estuary and may best be seen on the chart.

The River Jade and the River Weser Estuary

8.21 The estuary, through which the River Jade and the

River Weser reach the sea, is contained between the islands of

Wangerooge and Scharhorn. The latter island lies on the S side

of the entrance to the Elbe, 18 miles NE of Wangerooge. The

greater part of this water area is occupied by large coastal flats

and extensive shoals.

8.21 The two rivers are approached through the W part of this

estuary, all entrance channels being within 8 miles of Wangerooge. The E part of the estuary is comprised largely of

shallow waters which extend up to 22 miles from the mainland,

and which are navigated only by small vessels with local

knowledge; Norder Grunde and Scharhorn Riff form the outer

Wangerooge Light (new)

Wangerooge West Tower

Wangerooge Disused Light Tower
182 Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 

Pub. 192

shoals of these shallow waters. The entrance to the River Elbe

is described in paragraph 9.2.

8.21 The River Jade, a fairly deep and wide waterway, is entered

N of Wangerooge and provides access to the port of Wilhelmshaven, which is located on the W side of the river, 23

miles above the entrance. Above Wilhemshaven, the Jade leads

into a large bay, known as Jade Busen, which is for the most

part, very shallow.

8.21 The River Weser leads to the ports of Bremerhaven, Nordenham, Brake, Elsfleth, Oldenburg, Vegesack, and Bremen. In

addition, this river is connected to the extensive inland

waterway system. This river has two entrance fairways; Neue

Weser, formerly known as the Alte Jade, is the W entrance

fairway and is entered 5 miles N of Wangerooge. Alte Weser,

the N entrance fairway, is entered 8 miles N of Wangerooge.

The River Weser is separated from the Jade by the extensive

sands and shoals which extend NW from the peninsula of

Butjadingen, located E of the port of Wilhelmshaven.

8.21 GB Lightfloat (54°11'N., 7°28'E.), equipped with a racon, is

moored 14 miles NNW of Jade/Weser Lighted Buoy.

8.21 Jade/Weser Lighted Buoy (53°58'N., 7°39'E.), equipped

with a racon, is moored 13.2 miles NW of Wangerooge Light.

8.21 Jade 2 Lighted Buoy (53°52'N., 7°47'E.), equipped with a

racon, is moored 5.2 miles NNW of Wangerooge Light.

8.21 Schlusseltonne Lighted Buoy (53°56'N., 7°55'E.) is

moored about 9 miles NW of Alte Weser Light.

8.21 Alte Weser Light (53°52'N., 8°08'E.) is shown from a prominent tower, 33m high, which has a broad overhanging gallery

and is surmounted by a radar scanner. 

8.21 Tegeler Plate Light (53°48'N., 8°11'E.) is shown from a

prominent tower, 24m high, which has a projecting gallery.

8.21 Mellumplate Light (53°46'N., 8°06'E.) is shown from a

prominent square tower, 30m high, which is surmounted by a

helicopter platform. At night, the fixed directional light indicates the entrance leading line. Flashing lights, shown from the

same tower, indicate narrow sectors on each side of the line.

8.21 Roter Sand Tower (53°31'N., 8°05'E.), a disused light

structure, stands 1.8 miles WSW of Alte Weser Light. It is 28m

high and conspicuous.

8.21 Winds—Weather.—Strong winds from the NW quadrant

increase the water level and those from the SE quadrant lower it.

In exceptional instances, the water level has been raised as much

as 3.5m above MHW.

8.21 Fog occurs throughout the year, but is most prevalent from

November through February.

8.21 Ice.—Drift ice may be encountered only during severe winters

in the approaches to the River Jade and the River Weser. Ice

conditions in the approaches generally consist of mainly new

ice and ice cakes with some small floes. In the rivers, thick

pack ice can accumulate; however, large vessels are generally

GB Lightfloat

Alte Weser Light

Tegeler Plate Light

Mellumplate Light
Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 183

Pub. 192

not affected. The first ice appears about the middle or latter part of

December and remains until the latter part of February. The

navigable fairway channels never freeze over completely, but the

hindrance to navigation is generally caused by floating ice which

has broken away or which has been driven in by winds and

currents.

8.21 Tides—Currents.—The tide off the entrance to the estuary

rises about 2.8m at springs and 2.5m at neaps.

8.21 From a position located 12.5 miles N of Wangerooge, the

tidal current begins to set E at 5 hours 15 minutes before HW at

Helgoland (the reference station) and attains a rate of 0.7 to 1

knot at springs. The W current begins between 1 hour and 1

hour 15 minutes after HW and attains a rate of 0.5 to 0.7 knot

at springs.

8.21 Closer to the entrance of the estuary, the tidal currents set in

a general ENE and WNW direction and attain rates of up to 1.3

knots at springs.

8.21 Off the N side of Norder Grunde, the direction and rates of

the tidal currents vary greatly. Rates between 0.5 and 2.3 knots

have been observed. Directions between 024° and 085° and

between 270° and 321° have been observed.

8.21 Pilotage.—See Pilotage (paragraph 8.3) under Approach

Routes to the German Bight for information and pilotage regulations concerning large vessels and vessels carrying dangerous cargo.

8.21 The regulations below apply to all other vessels.

8.21 Pilotage is compulsory for all tankers carrying dangerous or

polluting cargo, laden and unladen, if not declared gas-free; for

vessels over 90m in length; for vessels with a beam greater than

13m; and for vessels with a draft exceeding 8m which navigate the

River Jade or a draft exceeding 6.5m which navigate the River

Weser.

8.21 Inbound vessels bound for the River Jade should send a

request for pilotage, stating port of destination and ETA at the

pilot boarding position, 12 hours in advance or on departure

from their last port to Jadelotse, Wilhelmshaven.

8.21 Vessels bound for the River Weser should send their request

24 hours in advance to Weserlotse II, Bremerhaven through

Norddeich (DAN).

8.21 The requests should be confirmed 6 hours and 2 hours prior

to arrival. Vessels 300m or more in length and with a draft of

16.5m or greater are obligated to employ two pilots.

8.21 Pilots for the River Jade may be contacted by VHF and

generally board in the vicinity of the Jade 2 Lighted Buoy

(53°52.1'N., 7°47.3'E.). Pilots for the River Weser may be contacted by VHF and generally board in a position located about

1.2 miles ENE of the Jade 2 Lighted Buoy.

8.21 The pilot station may be contacted by e-mail, as follows:

8.21 In bad weather, the pilot vessel shelters within the Neue

Weser, between No. 17/H-Reede Lighted Buoy and No. 19/HReede Lighted Buoy. The pilot vessel is a swath type (twinhulled) and is reported to be painted orange.

8.21 Deep-sea pilots for the North Sea and English Channel are

also available.

8.21 Vessel Traffic Service.—See Vessel Traffic Service (paragraph 8.5) under the Approach Routes to the German Bight for

information concerning the Vessel Traffic Service (VTS) applying to vessels navigating within the approaches of the German Bight and proposing to enter the River Ems, the River

Jade, the River Weser, or the River Elbe.

8.21 See Vessel Traffic Service under The River Jade (paragraph

8.23) or The River Weser (paragraph 8.27) for information

concerning local VTS systems operating within the approaches

and fairways of each river.

8.21 Anchorage.—A Deep-Water Anchorage Area, the limits of

which are shown on the chart, lies close W of the JadeApproach TSS. It is reported that the holding ground is poor.

8.21 Norde Reede (53°54'N., 7°50'E.), a designated anchorage

area, lies centered 2.4 miles NNE of Jade 2 Lighted Buoy

(53°52'N., 7°47'E.) and has depths of 16 to 21m.

8.21 Neue Weser Reede (53°51'N., 7°51'E.), a designated anchorage for large and deep-draft vessels, lies centered 2.4 miles

ESE of Jade 2 Lighted Buoy (53°52'N., 7°47'E.). It is marked

by buoys and has depths of 12 to 20m.

8.21 The limits of the above anchorage areas may best be seen on

the chart.

8.21 Directions.—Vessels from the NW bound for the River Jade

or the River Weser should approach the pilot boarding area via

the GB Lightfloat (54°11'N., 7°28'E.), the Jade Approach TSS,

and the Precautionary Area. Vessels from N or NE should

make for the Jade 2 Lighted Buoy (53°52'N., 7°47'E.). Vessels

from the W should approach via the Off Terschelling-German

Bight TSS and the Precautionary Area.

8.21 Caution.—Within the waters in the vicinity of the outer pilot

boarding station, vessels should navigate with caution, having

special regard for those vessels restricted in their ability to

maneuver or constrained by their draft or size.

8.21 Large vessels approaching the River Jade are often escorted

through outer approaches by Wasserschutzpolizei (marine

police) craft, which exhibit a blue flashing light.

8.21 Several spoil ground areas lie in the approaches to the

estuary and may best be seen on the chart.

8.21 Numerous wrecks lie in the approaches to the estuary and

may best be seen on the chart.

8.21 Due to the constant changes in depths within the approach

channels, the navigational aids are frequently moved.

Roter Sand Tower

dispo@weserjade.pilot.de
184 Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 

Pub. 192

8.21 Several National Park Wildlife Sanctuaries, the limits of

which are shown on the chart, are situated along the banks of

the rivers and adjacent to the estuary. Entry into these areas is

restricted.

8.21 It is reported that a small area, within which naviga-tion is

prohibited, lies centered about 8 miles NW of Wange-rooge

Light (53°47'N., 7°52'E.). It is located close S of the main

approach to the River Jade and is marked by a lighted buoy. 

The River Jade

8.22 The fairway leading to Wilhelmshaven is entered N of

Wangerooge and leads E and S to its termination in the bay

known as Jade Busen. The islands of Wangerooge and

Minsener Oog and the coast of Jeverland lie on the W side of

this fairway. On the E side of the fairway and separating it from

the Weser is the island of Alte Mellum and the peninsula of

Butjadingen, between which is an extensive drying flat known

as Hohe Weg.

8.22 The River Jade is divided into three parts known as the

Aussenjade, Innenjade, and the Jade Busen.

8.22 Aussenjade is that part of the river which lies between the

entrance and Schillig Reede, the roadstead situated off the NE

point of Jeverland. There are two entrance channels in Aussenjade; the principal one is Wangerooger Fahrwasser, which with

Oldoogrinne, its continuation, leads into Schillig Reede. The

other channel is Mittel Rinne, which is used by coastal vessels

with local knowledge.

8.22 Innenjade is comprised of Schillig Reede and the waterway

S to abreast the port of Wilhelmshaven. Southward of this

roadstead, the navigable waters of the Innenjade are not as

wide, but still have substantial depths. The drying banks and

shoals on both sides of Innenjade are generally steep-to.

8.22 Jade Busen, the large bay lying S of Wilhelmshaven, is

occupied mainly by drying flats, but has a narrow channel

which reaches into its central part. Varel, the only place of any

importance within this bay, has a small harbor which is used by

small craft and fishing boats.

8.22 The islands and other dangers which lie adjacent to the

various reaches of the fairway are marked by lighted buoys and

beacons. During the winter, when ice is expected, these lighted

buoys are often replaced by unlighted buoys.

8.22 The main fairways within the Jade are marked by lighted

buoys and are indicated by lighted ranges and leading lines

which may best be seen on the chart. In addition, radar lines,

which may best be seen on the chart, indicate the center of each

fairway.

8.23 Wangerooger Fahrwasser (53°49'N., 7°57'E.), the

main entrance channel, is entered 5 miles NNW of the W end

of Wangerooge and leads in a general ESE direction between

the shorebank fronting Wangerooge, and the middle grounds of

Wangerooger Plate and Strand Plate. To the N of Minsener

Oog, this channel turns SE and joins Oldoogrinne.

Oldoogrinne, in which the fairway becomes considerably

wider, lies between the E side of Minsener Oog and Oldoogplate, another middle ground.

8.23 Minsener Oog Tower (53°47'N., 8°00'E.), a disused light

structure, stands at the N head of Buhne A. It is square, 17m

high, and prominent.

8.23 Minsener Oog (53°46'N., 8°01'E.), an island of sand and an

extended sand bar, which often dries, lies on the S side of the

channel, 1.5 miles E of Wangerooge. A series of groins and

embankments extend in various directions from the island and

serve to divert the tidal currents. The groins Buhne A, Buhne

B, and Buhne C extend from the N and E sides of the island

towards the channel.

8.23 Oldoog Radar Tower stands near the root of Minsener Oog

Buhne C, 2 miles SSE of Minsener Oog Tower, and a refuge

hut on piles is situated adjacent to it. The tower is 53m high

and very conspicuous.

8.23 Schillig Old Light Tower (53°42'N., 8°01'E.) stands 3.3

miles S of Oldoog Radar Tower. It is 35m high and prominent.

A disused light structure is situated near the shore, 0.3 mile SE

of this tower. It consists of a framework tower, 16m high.

8.23 Mittel Rinne (53°49'N., 8°00'E.), a narrow channel, leads

between Wangerooger Plate and Strand Plate, on the W side,

and Jade Plate and Oldoogplate, on the E side. It then joins the

main fairway. This alternate entrance channel may be used by

vessels with drafts of less than 6m.

Die Innenjade (53°40'N., 8°05'E.), consisting of three reaches,

extends S for 14 miles from the vicinity of the S end of Minsener

Ooog to the port of Wilhelmshaven. The N reach passes through

Schillig Reede; the middle reach passes through the central part of

the Innenjade; and the S reach then leads through the roadstead

lying off Wilhelmshaven to the entrance into Jade Busen.

 Minsener Oog Disused Light Tower (Buhne A)

Oldoog Radar Tower (Minsener Oog Buhne C)
Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 185

Pub. 192

8.23 The projected dredged depths of the fairways through Die

Innenjade are 19.4 to 18m.

8.23 Hooksiel Plate (53°39'N., 8°09'E.), which consists of

several shoals with a least depth of 3.5m, lies on the E side of

the channel, 3 miles S of Alte Mellum.

8.23 Hooksielplate Radar Tower (53°40'N., 8°09'E.) is 55m high

and prominent. It is connected at the E side to a helicopter

platform.

8.23 Genius Bank (53°36'N., 8°09'E.), long and narrow, has a

least depth of 3.8m and lies on the W side of the channel, 2.5

miles S of Hooksiel Plate.

8.23 Hooksiel (53°38'N., 8°02'E.), a small harbor and yacht center, is entered through a lock situated on the W side of the river,

2.8 miles SW of Hooksielplate Radar Tower. The lock is 70m

long and 8m wide.

8.23 A prominent mast, 131m high, stands 1.8 miles SW of the

lock at Hooksiel. A number of wind generators, the tallest

being 92m high, are situated in the vicinity of this mast. Two

conspicuous chimneys, 202m high, stands near a refinery, 1.8

miles S of the lock at Hooksiel.

8.23 Voslapp Rear Range Light (53°35'N., 8°08'E.) is shown from

a prominent tower, 60m high, standing about 4 miles SSE of

the lock at Hookseil.

8.23 A conspicuous chimney, 275m high, stands near a power

station located about 1 mile SSE of Voslapp Rear Range Light.

8.23 On the E side of the river, prominent churches stand at Eckwarden and Langwarden, situated 3.7 miles E and 6.2 miles

NE, respectively, of the locks at Wilhelmshaven.

8.23 Tossens Rear Range Light (53°33'N., 8°14'E.) is shown from

a prominent tower, 53m high, standing about 4.5 miles SE of

Voslapp Rear Range Light.

8.23 A conspicuous radar tower, 43m high, stands 1.5 miles N of

Tossens Rear Range Light.

8.23 A conspicuous radar tower, 115m high, stands 1 mile SSW

of the locks at Wilhelmshaven, on the S side of the wet dock.

8.23 Arngast Light (53°29'N., 8°11'E.) is shown from a prominent

Schillig Old (Disused) Light Tower

Hookseilplate Radar Tower

Voslapp Light (Rear Range)

Tossens Light (Rear Range)

Tossens Radar Tower
186 Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 

Pub. 192

tower, 36m high with two galleries, standing 3 miles SSE of

the locks at Wilhelmshaven.

8.23 Tides—Currents.—In the entrance to Wangerooger Fahrwasser, the tide rises about 4m at springs and 2.8m at neaps.

8.23 In Wangerooger Fahrwasser, the incoming current generally

follows the direction of the channel. Abreast the E end of Wangerooge, a branch of this current sets S between Wangerooge

and Minsener Oog, but the main current continues ESE into

Oldoogrinne.

8.23 In Oldoogrinne, the incoming current is diverted to a SSE

direction by Buhne A (the northernmost of the groins on Minsener Oog) and then to a S direction by Buhne B.

8.23 In the SE part of Wangerooger Fahrwasser, the incoming

current may set vessels towards the S side of the fairway; in

Oldoogrinne, vessels may be set towards the E side of the fairway.

8.23 The outgoing current generally sets in the opposite directions.

8.23 In Wangerooger Fahrwasser, abreast the E end of Wangerooge, the incoming current begins to set at 5 hours 15

minutes after HW at Wilhelmshaven (the reference station). It

attains rates up to 3.3 knots at springs and 3 knots at neaps.

8.23 The outgoing current begins to set 1 hour 15 minutes before

HW. It attains rates up to 2.5 knots at springs and 2 knots at neaps.

8.23 During W to NW gales, there are heavy ground swells in

Wangerooger Fahrwasser, particularly with an outgoing current

and at LW. During strong to gale winds, especially from a

WNW direction, and with an outgoing current, there are rough,

confused seas in the turn of the channel N and NE of Buhne A.

8.23 In the fairway through Schillig Reede, the incoming and

outgoing currents attain maximum rates of 3 knots at springs

and 2.5 knots at neaps. To the S of Schillig Reede, the currents

follow more or less the direction of the fairways at slightly

reduced rates.

8.23 Depths—Limitations.—The projected dredged depths extending through Wangerooger Fahrwasser and Oldoogrinne are

20.1m and 19.4m, respectively.

8.23 Pilotage.—See Pilotage under The River Jade and The River

Weser Estuary (paragraph 8.21).

8.23 Regulations—Large tankers bound for the River Jade are

escorted through the Jade Approach TSS by Water Police

patrol vessels, which display blue flashing lights.

8.23 Extraordinarily Large Vessels on the Jade are defined as

those exceeding 350m in length, 52m beam, and 20m draft

inbound or 19m draft outbound. Such vessels are tide dependent and entry is allowed only if the maintained projected depths

exist.

8.23 All Extraordinarily Large Vessels, high speed vessels, air

cushion vehicles, and unusually large tug formations must obtain permission from the Water Police Authority at Wilhelmshaven immediately prior to entering the Jade.

8.23 On specified fairway sections of the River Jade there are prohibitions on meeting or overtaking other vessels. These prohibitions apply to vessels carrying liquid gases, vessels over

250m in length or 13.5m draft, and unusual tug formations. In

order to enforce the regulations, Jade VTS coordinates the

movements of all vessels.

8.23 Oil, gas, and chemical tankers (including towed units),

which are carrying hazardous goods in bulk or have done so

but are not certified gas-free, are permitted to enter the Jade

only when the visibility is 1,000m or more. In special circumstances, when the visibility is 500m to 1,000m, such vessels

may enter with permission of the Jade VTS.

8.23 All vessels with drafts over 16.5m are tide dependent and are

required to follow a predetermined entry plan.

8.23 Vessel Traffic Service.—See Regulations (paragraph 8.4)

and Vessel Trasffic Service (paragraph 8.5) under Approach

Routes to the German Bight for information concerning the

Vessel Traffic Service (VTS) applying to vessels navigating

within the approaches to German Bight and proceeding to the

River Ems, the River Jade, the River Weser, or the River Elbe.

8.23 A local Vessel Traffic Service (VTS) system operates in the

River Jade and is mandatory for the following:

1. Vessels over 50m in length, including towed or

pushed composite units.

2. Vessels carrying dangerous cargo (gas, chemicals,

petroleum, or petroleum products) in bulk.

3. Vessels carrying dangerous cargo (gas, chemicals,

petroleum, or petroleum products) in bulk. Unloaded tankers

if not cleaned, degassed, or completely inerted after carrying

petroleum or petroleum products with a flashpoint below

35°C.

4. Nuclear-powered vessels.

8.23 Vessels entering the VTS area must maintain a continuous

listening watch on VHF channel 16 or the local VHF channel

of VTS Center Jade Traffic, as follows:

1. From 1b/Jade 1 Lighted Buoy to Nos. 33/34 Lighted

Buoys (including vessels entering the VTS area from inland

waterways)—VHF channel 63. 

2. From Nos. 33/34 Lighted Buoys to No. 58 Lighted

Buoy—VHF channel 20.

8.23 Vessels must send mandatory reports, as follows:

1. Sailing Plan (SP)—An SP must be sent to VTS Center

Jade Traffic on VHF channel 63 or 20, as appropriate to the

VTS area, if not already reported by an SP to VTS Center

German Bight (see paragraph 8.5), as follows:

a. Before entering the local VTS area from sea.

b. Before entering the VTS area from a harbor or

berth within the VTS area.

2. Deviation Report (PR) or Incident Report (IR)—DR

and IR reports must be sent as necessary to VTS Center Jade

Traffic on VHF channel 63 or 20, as appropriate to the VTS

area.

8.23 The format for the SP can be found in Traffic Control (paragraph 8.5) under Approach Routes to the German Bight

Arngast Light
Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 187

Pub. 192

8.23 Radar advice is provided on request or if instructed by VTS

Center Jade Traffic (in German, or on request, in English). The

request should include the vessel’s name, call sign, and position for identification.

8.23 This service is provided when the visibility is less than

3,000m; when the pilot vessel is in a sheltered position; when

lighted buoys are withdrawn due to ice; when required by the

traffic situation: or when requested by a vessel.

8.23 The radar stations, VHF channels, and respective areas are,

as follows:

1. Jade Radar I—VHF channel 63—From 1b/Jade 1

Lighted Buoy to Nos. 33/34 Lighted Buoys.

2. Jade Radar II—VHF channel 20—From Nos. 33/34

Lighted Buoys to No. 58 Lighted Buoy.

8.23 The VTS Center Jade Traffic broadcasts information

(weather, traffic, dredging, and depths) on request and at 10

minutes after the hour on VHF channel 63 and 20, in German.

8.23 Anchorage.—For anchorages in the outer approaches, see

the River Jade and the River Weser Estuary (paragraph 8.21).

8.23 An anchorage area for tankers not exceeding 250,000 dwt

and/or 13.5m draft lies on the E side of the fairway, about 3.2

miles NNE of Schillig Old Light Tower (53°42'N., 8°01'E.).

8.23 An anchorage area for general cargo vessels, with drafts up

to 13.5m, lies on the E side of the fairway, about 2.3 miles NE

of Schillig Old Light Tower (53°42'N., 8°01'E.).

8.23 An explosives anchorage area lies on the W side of the fairway, about 1.5 miles E of Schillig Old Light Tower (53°42'N.,

8°01'E.). If unoccupied, this area may be used by vessels carrying gas or inflammable liquids.

8.23 A quarantine anchorage area lies on the W side of the

fairway, about 1.5 miles ENE of Schillig Old Light Tower

(53°42'N., 8°01'E.). If unoccupied, this area may be used by

vessels carrying gas or inflammable liquids.

8.23 Anchorage areas for tankers lie on the E side of the fairway,

3 miles SSE of Hooksielplate Radar Tower (53°40'N., 8°09'E.)

and 0.5 mile E of the entrance to Neuer Vorhaven.

8.23 Wilhelmshaven Reede, a general anchorage area, lies on the

E side of the fairway, 0.9 mile SSE of the entrance to Neuer

Vorhaven.

8.23 The limits of the above anchorage areas are marked by buoys

and may best be seen on the chart.

8.23 Caution.—A seaplane landing area, which may best be seen

on the chart, lies on the W side of the fairway, about 2 miles

ESE of Shillig Old Light Tower (53°42'N., 8°01'E.). It is reported to be only used occasionally.

8.23 A former ammunition dumping ground area lies on the E

side of the fairway, close W of Hooksielplate Radar Tower

(53°40'N., 8°09'E.) and may best be seen on the chart.

Wilhelmshaven (53°32'N., 8°10'E.)

World Port Index No. 30910

8.24 Wilhelmshaven is located on the W bank of the Innenjade, at the entrance to the Jade Busen. The harbor consists of a

complex of wet basins, which are entered through two locks,

and several tidal berths situated along the W side of the

channel. The port is also a naval base.

8.24 Tides—Currents.—The tides rise about 4.3m at springs and

3.7m at neaps.

8.24 Off the harbor entrance, the incoming current generally

begins 6 hours before HW at Wilhelmshaven, sets in a 230°

direction, and attains a maximum strength of 1.8 knots at

springs. The outgoing current begins 15 minutes before HW,

sets in a 065° direction, and attains a maximum strength of 1.5

knots at springs. It has been reported that currents up to 4 knots

have been experienced off the Nord-West Oelleitung Terminal.

8.24 Depths—Limitations.—A dredged channel leads from the

main river fairway into Neuer Vorhaven, an outer basin, and

extends to the entrance of Inner Harbor, the wet dock complex.

It is 200m wide and has a dredged depth of 8m. The berths

within Neuer Vorhaven are reserved for naval vessels.

8.24 Two lock chambers, situated side by side, provide entry to

the wet dock complex. The chambers, equipped with sliding

gates, are 350m long, 57m wide, and have depths of 11.47m

over the outer sill. Vessels up to 11.5m draft can enter at HW.

8.24 The main facilities within the Inner Harbor include the following:

1. Ausrustungshafen is a basin used for laying up vessels. It has a depth of 10m and can accommodate vessels up

to 20,000 dwt at two dolphin berths.

2. Nordhafen, a basin entered from the locks, provides

785m of total berthage, with a depth of 10m alongside.

3. Verbindungshafen, a basin, provides 720m of total

berthage, with depths of 7 to 12m alongside.

4. Grosser Hafen, a basin, provides 500m of total

berthage, with depths of 6 to 10m alongside.

5. Handelshafen, a basin, provides 980m of total

berthage, with depths of 4 to 5m alongside.

6. Kanalhafen, a basin, provides 600m of total berthage,

with depths of 4 to 5m alongside.

8.24 Grosser Hafen provides access to the Ems-Jade Kanal via a

lock which is 50m long and 7.5m wide. The canal leads to

Emden, with a connection to the Dortmund-Ems Kanal, and is

used by small craft and barges.

8.24 The Outer Harbor consists of the following river facilities:

1. The ICI Terminal, situated 6 miles NNW of the entrance to the Inner Harbor, is formed by an L-shaped jetty

extending 1,346m from the shore with a pier, 675m long.

Vessels up to 12,000 dwt, 137m in length, and 9m draft can

be accommodated alongside the inner berth. It is reported

that the seaward berth is presently not operational.

2. The WRG Refinery Terminal, situated 5 miles NNW

of the entrance to the Inner Harbor, is formed by an L-shaped

jetty and a sea island pier. The main jetty berth has a depth of

7.5m alongside and can accommodate tanker vessels up to

8,000 dwt and 6.5m draft. The sea island pier main berth has

a depth of 17m alongside and can accommodate tankers up

to 250,000 dwt, 350m in length, and 16.5m draft.

3. The Niedersachsenbrucke Bulk Terminal, situated 2.5

miles NNW of the entrance to the Inner Harbor, is formed by

an L-shaped jetty with two berths, each 300m long. The

main outer berth has a depth of 15m alongside and can accommodate vessels up to 190,000 dwt and 14.3m draft.

4. The Nord-West Oelleitung Terminal, situated 1 mile

NNW of the entrance to the Inner Harbor, is formed by a Thead pier which has depths of 16 to 20.8m alongside. Vessels

up to 260,000 dwt and 20m draft can be accommodated. It is

reported that a partly-laden vessel of 413,000 dwt, 366m in
188 Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 

Pub. 192

length, 70m beam, and 18.7m draft has been handled at this

terminal. 

8.24 Generally, vessels navigating the River Jade should have an

underkeel clearance of at least 8.5 per cent of draft. Vessels

entering the river are limited to a draft of 20m and vessels departing are limited to a draft of 19m. In addition, vessels navigating the river with a length of over 350m or a beam of over

52m must apply for a special permission.

8.24 Pilotage.—See Pilotage under The River Jade and The River

Weser Estuary (paragraph 8.21).

8.25 Jade Busen (53°28'N., 8°12'E.), the large bay lying S

of Wilhelmshaven, is for the most part obstructed by drying

shoals, flats, and banks. The small harbor at Varel, 6.5 miles

above Wilhelmshaven, is the only place of any commercial

importance and the River Jade proper discharges into the bay

near the entrance to this harbor.

8.25 Vareler Fahrwasser, a fairly deep channel, passes along the E

side of Schweinsrucken, an extensive bank, and leads S to join

Vareler Tief, a shallow channel, which continues to the harbor

at Varel. There are depths in the entrance channel of less than

0.9m, but at HW, small vessels, with drafts up to 3m, can use it.

The harbor is entered through a lock and is used by fishing

vessels and small coasters. Several marinas are situated along

the shores of Jade Busen.

The River Weser

8.26 That part of the River Weser, from its entrance to the

port of Bremerhaven, a distance of about 32 miles, is known as

the Aussenweser. From Bremerhaven to Bremen, it is known as

the Unterweser. The distances from the seaward entrance to

Nordenham (53°29'N., 8°29'E.) and Bremen are about 38 miles

and 64 miles, respectively.

8.26 There are two entrance channels leading into the River

Weser; Neue Weser and Alte Weser are entered 5.7 miles NNE

and 9 miles NE, respectively, of the W end of Wangerooge.

Roter Sand and Roter Grund, two large and irregularly shaped

shoal banks, lie between these two entrance channels.

8.26 To the SE of Roter Grund and in the vicinity of Tegeler Plate

Light (53°48'N., 8°11'E.), the two entrance channels unite and

form one main channel. Sections of this main channel are

known as Hoheweg Rinne, Fedderwarder Fahrwasser, and

Wremer Loch. Both sides of the channel are bordered by steepto shoals and sand banks, some of which dry up to 2.1m.

Numerous training walls and groins have been erected on both

sides of the waterway, particularly in the inner part of the Aussenweser.

8.26 On the W and S sides of the waterway are the extensive shoal

areas of Mellum Plate, Hohe Weg, and Langlutjen Sand; the

former two areas separate the Weser from the Jade and the

latter area fronts the low and diked NE coast of Butjadingen.

8.26 On the E and N sides of the waterway is a large shorebank,

which fronts the low and diked coast stretching between

Bremerhaven and Cuxhaven. This bank terminates at its seaward end in Norder Grunde and Scharhorn Riff. Tegeler Plate

and Robben Plate are the principal drying banks on this side of

the waterway and both of these banks are joined by shoals. In

addition, shoals extend NW from Tegeler Plate, the outer

drying bank, and SE from Robben Plate.

8.26 Shallow channels lead across the large shoal bank between

the River Weser and the River Elbe; however, they are only

used by small vessels and fishing boats with local knowledge.

A channel, accessible from seaward, is entered between Norder

Grunde and Scharhorn Riff and follows a rather circuitous

course to the small harbor on the island of Neuwerk.

8.26 The Hunte River, a tributary of the River Weser, is entered

4.5 miles above Brake and leads to the small ports of Elsfleth

and Oldenburg.

8.26 The islands and other dangers, which lie adjacent to the

various reaches of the fairway, are well-marked by lighted

buoys and beacons. During the winter, when ice is expected,

these lighted buoys are often replaced by unlighted buoys.

8.26 The main fairways within the River Weser are marked by

lighted buoys and indicated by lighted ranges and sectors

which may best be seen on the chart. In addition, radar lines,

which may best be seen on the chart, indicate the center of each

fairway.

8.27 Neue Weser (53°52'N., 7°52'E.), the principal entrance channel leading into the Aussenweser, is entered about 4

miles E of Jade 2 Lighted Buoy (53°52'N., 7°47'E.). The channel leads ESE and SE between Jade Plate, on the S side, and

Roter Grund, on the N side.

The fairway in this channel has a projected dredged depth of

13.9m.

8.27 Alte Weser (53°55'N., 7°58'E.), the secondary entrance

channel leading into the Aussenweser, is entered about 9 miles

NW of Alte Weser Light (53°52'N., 8°08'E.). This channel

leads SE and S to a position located NW of Tegeler Plate Light

(53°48'N., 8°11'E.), where it joins the main channel. It crosses

a sand bar extending SE from Roter Grund. The entrance to

this channel is marked by Schlusseltonne Lighted Buoy (53°

56'N., 7°55'E.).

8.27 The fairway in this channel has a least depth of 9m, but is not

maintained by dredging.

8.27 Hohewegrinne, a main channel, leads inward and SE for 6.5

miles from the junction of the Neue Weser and Alte Weser.

Fedderwarder Fahrwass and Wremerloch, two main channels,

then lead inward to Bremerhaven.

8.27 Hohe Weg Light (53°42.8'N., 8°14.6'E.), a directional light,

is shown from a prominent tower standing on the W side of the

channel. The tower is 36m high and surmounted by a radar

scanner.

Hohe Weg Light
Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 189

Pub. 192

8.27 Obereversand Tower (Upper Eversand Tower) (53°45'N.,

8°21'E.) stands 4.3 miles NE of Hohe Weg Light. It is located

on the SW side of Sud Eversand, an extensive drying flat, and

is conspicuous.

8.27 Untereversand Tower (Lower Eversand Tower) stands 0.7

mile SE of Obereversand Tower and is prominent.

8.27 Robbenplate Light (53°41'N., 8°24'E.), a rear range light, is

shown from a prominent tower, 37m high, standing on the E

side of the channel, 5.8 miles ESE of Hohe Weg Light.

8.27 Robben Radar Tower (53°40'N., 8°26'E.) stands on the E

side of the river. It is 52m high and prominent.

8.27 Several conspicuous container gantry cranes stand in the

vicinity of the Stromkaje Quay river berths at Bremerhaven.

8.27 A conspicuous radio tower, 112m high, stands on the E side

of the river at Bremerhaven, on the N side of the entrance to the

River Geeste.

8.27 Weddewarden Airport Aero Light (53°35'N., 8°34'E.) is

shown from a prominent framework tower, 77m high, standing

close N of the wet docks at Bremerhaven.

8.27 A prominent chimney, 153m high, stands on the W side of

the river at a factory, 1 mile WSW of the entrance to the River

Geeste. A prominent radar tower, 52m high, stands on a ruined

fort, 2 miles NW of the chimney.

8.27 Bremerhaven Neuer Hafen Light (53°32.8'N., 8°34.2'E.), a

rear range light, is shown from a conspicuous brown tower,

37m high, standing on the E side of the channel, 0.7 mile N of

the entrance to the River Geest. The front range light is shown

from a prominent conical tower, 26m high, standing close S.

8.27 Unterweser (Esenshamm) Nuclear Power Station (53°26'N.,

8°29'E.), with a conspicuous chimney 101m high, stands on the

W side of the river.

8.27 Farge Power Station (53°12'N., 8°31'E.), with a conspicuous

chimney, stands on the E side of the river. Two prominent

pylons, which support an overhead cable, are situated on each

side of the river, close NW of the power station.

8.27 Bremen Harbor Power Station (53°08'N., 8°44'E.) stands on

the N side of the river. Its chimney, the tallest in the port, is

250m high and conspicuous.

8.27 Tides—Currents.—In the vicinity of Roter Sand Disused

Light Tower (53°51'N., 8°05'E.), the tide rises about 3m at

springs and 2.9m at neaps.

Winds from between the WNW and NNW generally raise

the water level, and winds from a SE direction lower it.

8.27 The tidal currents in the river do not always follow the bed of

the channel, but tend to set along one side of the main channel.

The depths in the various reaches of the main channel and the

Obereversand Tower

Untersand Tower

Robbenplate Light

Bremerhaven Neuer Hafen Range Lights

Unterweser (Esenshamm) Nuclear Power Plant
190 Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 

Pub. 192

limits and shapes of the numerous sandbanks are frequently

changed by these currents, at times quite considerably.

8.27 In a position about 1.2 miles S of Roter Sand Disused Light

Tower, the incoming SE current begins to set at about 6 hours

after HW at Bremerhaven (the reference station) and attains a

maximum rate of 2.3 knots at springs and 1.5 knots at neaps.

The outgoing NW current begins to set a short while before

HW and attains a maximum rate of about 2.3 knots at springs

and 1.8 knots at neaps.

8.27 In a position off the NW end of the shoals extending from

Tegeler Plate, the currents set E and W and attain rates of 2

knots. During strong N winds, heavy surf often forms on

Tegeler Plate, particularly at LW.

8.27 In a position abreast the middle of Robben Plate, the incoming current begins to set 5 hours 15 minutes before HW and

attains a maximum rate of 3 knots at springs. The outgoing

current begins to set at about the time of HW and attains a

maximum rate of 4 knots at springs.

8.27 During W to NW gales, there are heavy ground swells in the

outer part of Neue Weser, particularly with an outgoing current

and at LW. 

8.27 Depths—Limitations.—The main fairways in Aussenweser

have projected dredged depths of 13.9m as far as Bremerhaven,

11m as far as Nordenham, and 9m as far as Bremen. The

fairway as far as Bremerhaven is 300 to 220m wide.

8.27 On normal tides, vessels, at HW, can reach Bremerhaven,

with drafts up to 14.5m (fresh water); Nordenham, with drafts

up to 13m; Brake, with drafts up to 11.3m; and Bremen, with

drafts up to 10.7m.

8.27 Pilotage.—See Pilotage under The River Jade and The River

Weser Estuary (paragraph 8.21).

8.27 Regulations.—Extraordinarily Large Vessels on the Weser

are defined as those exceeding 350m in length and 14.5m fresh

water draft transiting from sea to Bremerhaven; those

exceeding 13m fresh water draft transiting between

Bremerhaven and Nordenham; those exceeding 11.9m fresh

water draft inbound, or 11.6m outbound, transiting between

Nordenham and Brake; and those exceeding 190m in length or

6.05m fresh water draft transiting between Brake and Bremen.

Such vessels are tide dependent and entry is allowed only if the

maintained projected depths exist.

8.27 All Extraordinarily Large Vessels, high speed vessels, air

cushion vehicles, and unusually large tug formations must obtain permission from the Water Police Authority at Bremerhaven immediately prior to entering the Weser.

8.27 Oil, gas, and chemical tankers (including towed units),

which are carrying hazardous goods in bulk or have done so

but are not certified gas-free, are permitted to enter the Weser

only when the visibility is 1,000m or more. In special circumstances, when the visibility is 500m to 1,000m, such vessels

may enter with permission of the Weser VTS.

8.27 Deep-draft right-of-way vessels, which are constrained by

the tide, are prohibited from meeting or overtaking between

Buoy No. 39 (53°40'N., 8°23'E.) and No. 43 Lighted Buoy

(53°38'N., 8°25'E.) and in the vicinity of the bend in the

channel adjacent to Bremerhaven.

8.27 Deep-draft right-of-way vessels, which intend to enter Nordschleuse, the northernmost lock at Bremerhaven, may receive

permission to navigate on the port side of the fairway in an area

extending up to about 1.8 miles N of the lock. Such vessels

must remain on the port side until they have entered the lock

approach basin. Other vessels proceeding N must allow these

vessels to pass on their starboard side.

8.27 Vessels with a combined width of 65m or more and, in

visibility of less than 1,000m, vessels over 140m in length may

not pass each other between the mouth of the Hunte River and

the entrance to Neustadterhafen (Bremen).

8.27 Vessel Traffic Service.—See Vessel Traffic Service (paragraph 8.5) under Approach Routes to the German Bight for

information concerning the Vessel Traffic Service (VTS)

applying to vessels navigating within the ap-proaches to the

German Bight and proceeding to the River Ems, the River

Jade, the River Weser, or the River Elbe.

8.27 Weser Vessel Traffic Service (Weser VTS) operates in the

River Weser and is mandatory for the following:

1. Vessels over 50m in length, including towed or

pushed composite units.

2. Vessels carrying dangerous cargo (gas, chemicals,

petroleum, or petroleum products) in bulk.

3. Unloaded tankers if not cleaned, degassed, or

completely inerted after carrying petroleum or petroleum

products with a flashpoint below 35°C.

4. Nuclear-powered vessels.

8.27 The Weser VTS is divided into three operating areas, as

follows:

1. Bremerhaven Weser Traffic.

2. Bremen Weser Traffic.

3. Hunte Traffic.

8.27 Vessels entering the VTS area of Bremerhaven Weser Traffic

must maintain a continuous listening watch on the local VHF

channel of VTS Center Bremerhaven Weser Traffic or on VHF

channel 16, as follows:

1. From No. 3a/Neue Weser Reede Lighted Buoy to No.

19/H Reede Lighted Buoy (inbound only) (Neue Weser)—

VHF channel 22.

2. From No. 19/H Reede Lighted Buoy to No. 4a

Lighted Buoy (outbound only) (Neue Weser)—VHF channel

22.

3. From A1 Lighted Buoy to No. 16a/A16 Lighted Buoy

(inbound only) (Alte Weser)—VHF channel 22. 

4. From No 16a/A16 Lighted Buoy to No. 2 Lighted

Buoy (outbound only) (Alte Weser)—VHF channel 22.

5. From No. 19/H Reede Lighted Buoy to No. 37

Lighted Buoy—VHF channel 2.

6. From No. 37 Lighted Buoy to No. 5 Buoy—VHF

channel 4.

7. From No. 53 Buoy to No. 63 Lighted Buoy—VHF

channel 7. 

8. From No. 63 Lighted Buoy to No. 58 Lighted Buoy—

VHF channel 5.

9. From No. 58 Lighted Buoy to No. 79 Lighted Buoy—

VHF channel 82.

10. From No. 79 Lighted Buoy to No. 93 Buoy

(Kaseburg)—VHF channel 21.

8.27 Vessels must send mandatory reports, as follows:

1. Sailing Plan (SP)—An SP must be sent to VTS Center

Bremerhaven Weser Traffic on the appropriate VHF channel,

if not already reported by an SP to an adjacent VTS center,

as follows:
Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 191

Pub. 192

a. Before entering the VTS area of Bremerhaven

Weser from sea.

b. Before entering the VTS area of Bremerhaven

Weser from a harbor or berth within the VTS area.

2. Position Report (PR)—A PR must be sent to VTS

Center Bremerhaven Weser Traffic on the appropriate VHF

channel when entering the VTS area, when leaving a harbor

or berth, and when passing the following reporting points

(RP):

a. RP 1A—No. 3a/Neue Weser Reede Lighted Buoy

(Neue Weser)—VHF channel 22.

b. RP 1B—The A1 Lighted Buoy (Alte Weser)

(inbound only)—VHF channel 22.

c. RP 2—Bremerhaven Front Light (outbound

only)—VHF channel 7.

d. RP 3—No. 56 Blexen-Reede Lighted Buoy

(outbound only)—VHF channel 5.

e. RP 4—No. 93 Buoy (Kaseburg) (outbound only)—

VHF channel 21.

8.27 Note: Outward bound vessels must report to German Bight

Traffic on VHF channel 80 on passing No. 4a Lighted Buoy

(Neue Weser) or A2 Lighted Buoy (Alte Weser).

8.27 Vessels entering the VTS area of Bremen Weser Traffic must

maintain a continuous listening watch on the local VHF channel of VTS Center Bremen Weser Traffic or on VHF channel

16, as follows:

1. From No. 93 Buoy (Kaseburg) to No. 113 Buoy—

VHF channel 19.

2. From Hunte Entrance to Elsfleth (Km 24.3)—VHF

channel 19.

3. From No. 113 Buoy to Lemwerder Airfield (Km

15)—VHF channel 78.

4. From Lemwerder Airfield (Km 15) to Bremen

Railway Bridge (Km 1.5)—VHF channel 81.

8.27 Vessels must send mandatory reports ,as follows:

1. Sailing Plan (SP)—An SP must be sent to VTS Center

Bremen Weser Traffic on the appropriate VHF channel, if

not already reported by an SP to an adjacent VTS center,

before entering the VTS area of Bremen Weser Traffic from

a harbor or berth within the VTS area.

2. Position Report (PR)—A PR must be sent to VTS

Center Bremen Weser Traffic on the appropriate VHF

channel when entering the VTS area of Bremen Weser

Traffic, when leaving a harbor or berth, and when passing

the following reporting points (RP):

a. RP 1—No. 93 Buoy, Kaseburg (inbound only)—

VHF channel 19.

b. RP 2— Entrance to Hunte—VHF channel 19.

c. RP 3—Elsfleth Nautical School (Km 24.3) (outbound only)—channel 19.

d. RP 4—No. 111 Buoy, Farge—VHF channel 19.

e. RP 5—Moorlosen Church (Km 12.5)—VHF channel 81.

f. RP 6—Bremen Railway Bridge (Km 1.5)—VHF

channel 81.

8.27 Vessels entering the VTS area of Hunte Traffic, from

Elsfleth (Km 23.2) to Oldenburg-Drielake (Km 1.8), must

maintain a continuous listening watch on VHF channel 63 or

16.

8.27 Vessels are also required to maintain a listening watch on

VHF channel 73 during the voyage on the Hunte. Vessels are

recommended to give position reports on VHF channel 73,

stating the vessel's name and direction of travel, before passing

restricted areas and opening bridges, as well as before passing

narrows in channels or bends which cannot be seen.

8.27 Vessels must send mandatory reports, as follows:

1. Sailing Plan (SP)—An SP must be sent to VTS Center

Hunte Traffic on VHF channel 63, if not already reported by

an SP to an adjacent VTS center, before entering the VTS

area of Hunte Traffic from a harbor or berth.

2. Position Report (PR)—A PR must be sent to VTS

Center Hunte Traffic on VHF channel 63 when entering the

VTS area of Hunte Traffic, when leaving a harbor or berth,

and when passing the following reporting points (RP):

a. RP 1—Elsfleth (Km 24.3) (inbound only)—VHF

channel 63.

b. RP 2—Oldenburg-Drielake (Km 1.0)—VHF channel 63.

8.27 Vessels over 160m in length must obtain information on the

traffic situation and developments in this area from Bremen

Weser Traffic 2 hours before entering the mouth of the Hunte.

8.27 Deviation Reports (DR) or Incident Reports (IR) must be

sent as necessary to the appropriate VTS center.

8.27 The format for the SP and RP can be found in Vessel Traffic

Service (paragraph 8.5) under Approach Routes to the German

Bight.

8.27 Radar advice is provided on request or if instructed by the

VTS Center (in German, or on request, in English). The request should include the vessel’s name, call sign, and position

for identification.

8.27 This service is provided when the visibility is less than

3,000m by Bremerhaven Weser (2,000m by Bremen Weser);

when the pilot vessel is in a sheltered position; when lighted

buoys are withdrawn due to ice; when required by the traffic

situation; or when requested by a vessel.

8.27 The radar stations, VHF channels, and respective areas in the

approaches and entrance are, as follows:

1. Alte Weser Radar—VHF channel 22—No. 3a/Neue

Weser Reede Lighted Buoy (Neue Weser) to No. 19H/Reede

Lighted Buoy and A1 Lighted Buoy (Alte Weser) to No. 16a/

A16 Lighted Buoy.

2. Hohe Weg Radar I—VHF channel 2—No. 21 Lighted

Buoy to No. 27 Lighted Buoy.

3. Hohe Weg Radar II—VHF channel 2—No. 27

Lighted Buoy to No. 37 Lighted Buoy.

4. Robbenplate Radar I—VHF channel 4—No. 37

Lighted Buoy to No. 47 Lighted Buoy.

5. Robbenplate Radar II—VHF channel 4—No. 47

Lighted Buoy to No. 53 Lighted Buoy.

8.27 Bremerhaven Weser Traffic broadcasts navigational and

meteorological information (in German) at 20 minutes past

every hour on VHF channels 2, 4, 5, 7, 21, 22, and 82.

8.27 Bemen Weser Traffic broadcasts navigational and meteorological information (in German) at 30 minutes past every hour

on VHF channels 19, 78, and 81.

8.27 Hunte Weser Traffic broadcasts navigational and meteorological information (in German) at 30 minutes past every hour

on VHF channel 63.

8.27 Anchorage.—For anchorages in the outer approaches, see

the River Jade and the River Weser Estuary (paragraph 8.21).
192 Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 

Pub. 192

8.27 Hoheweg Reede, a general anchorage area, with depths of 13

to 17m, lies on the SW side of the fairway, about 1.7 miles NE

of Mellumplate Light (53°46'N., 8°06'E.).

8.27 Fedderwarden Reede, an anchorage area for laden tankers

(excluding gas carriers) and vessels carrying explosives, lies on

the SW side of the fairway, about 0.8 mile NE of Hohe Weg

Light (53°43'N., 8°15'E.).

8.27 Blexen Reede (53°31'N., 8°33'E.) lies at the SE side of the

fairway. This anchorage area is divided into three parts for

general cargo vessels, tankers and vessels carrying explosives,

and small craft.

8.27 Nordenham Reede (53°29'N., 8°29'E.), a designated anchorage area, lies at the E side of the fairway.

8.27 The limits of the above anchorage areas are marked by buoys

and may best be seen on the chart.

8.27 Caution.—Due to silting, the depths in the fairways of the

river are subject to constant change and charted depths cannot

always be relied on. Consequently, the navigational aids are

frequently shifted to reflect these changes. The authorities

should always be contacted to ascertain the latest depths in the

fairways.

8.27 In addition, the ranges indicating the fairways of the various

reaches do not always mark the exact middle of the channel.

They should be interpreted freely in order that vessels remain

mostly to the right side of the channel; in some places, the

fairways are quite narrow and, for this reason, strict attention

should be given to oncoming traffic.

8.27 Underwater obstructions exist on the sand banks and flats

lying outside of the buoyed fairways.

8.27 Several submarine cables lie within the river and may best be

seen on the chart.

8.27 Ferries cross the river at several points which are indicated

on the chart.

8.27 Although returns from the coast of Wangerooge are good,

the use of radar in the close approaches to and within Aussenweser requires local knowledge due to the irregular returns

formed by sand banks, breakers, and tide rips.

8.27 Overhead power cables, with a vertical clearance of 62m,

span the river in the vicinity of Farge (53°12'N., 8°31'E.), at

Km 26, and close W of Bremen, at Km 11.

8.27 Weser Tunnel (53°26'N., 8°30'E.) passes under the river near

Kleinensiel at Km 53. Anchoring is prohibited in the vicinity

of the tunnel and deep-draft vessels must reduce speed when

passing over it.

Bremerhaven (53°32'N., 8°35'E.)

World Port Index No. 30810

8.28 The port of Bremerhaven is located on the E bank of

the Weser and is divided into two parts by the Geeste River.

The main commercial harbor lies N of the Geeste and consists

of a complex of wet basins, which may be entered via two

locks, and a number of riverside berths. South of the Geeste,

there are a number of wet basins which may be entered through

the mouth of the Geeste and via a double lock; these basins are

used principally by an extensive fishing fleet.

8.28 Winds—Weather.—Winds from the W and SW predominate

throughout the year and frequently reach gale force, but do not

generally affect port operations. With continued strong E winds,

sufficient water is sometimes withdrawn from the river so that

vessels can only enter or depart at HW.

8.28 Tides—Currents.—The tide rises about 4m at springs and

3.6m at neaps.

8.28 The tidal current off the port begins to set inward at about 5

hours before local HW and attains a maximum rate of 2.3 knots

at springs. The outgoing current begins about 45 minutes after

local HW and attains a maximum rate of 3 knots at springs.

The currents set diagonally across the port entrance and vessels

are advised to guard against them.

Depths—Limitations.—The main river fairway has a least

depth of 13.9m as far as the port.

The principal riverside facilities include Columbuskaje and

Stromkaje. Columbuskaje, situated between the lock entrances,

is 1,020m long and has a depth of 9.8m alongside. This quay is

used principally by passenger and large ferry vessels.

8.28 Stromkaje, a container terminal quay, is situated close N of

the entrance to Nordschleuse, the northernmost lock. It is

3,000m long and has a depth of 14.6m alongside.

8.28 The principal wet basin complex, located N of the Geeste

River, is entered via two locks. The Nordschleuse lock is 372m

long, 45m wide, and has a charted depth of 10.8m over the sill.

It has a depth of 14.3m over the sill at MHW and can handle

vessels with drafts up to 13m (fresh water).

8.28 Vessels up to 315m in length and 41m beam can use the

Nordschleuse lock. The maximum draft for entry varies with

the beam. Vessels with a maximum draft of 13m (fresh water)

are limited to a beam of 38m. Vessels with a maximum beam

of 41m are limited to a draft of 11.6m.

8.28 Kaiserschleuse, the S lock, is 223m long, 27m wide, and has

a charted depth of 6.8m over the sill. It has a depth of 10.5m

over the sill at MHW and can handle vessels up to 185m in

length, 25m beam, and 8.5m draft.

8.28 The main basins in the complex are described below.

8.28 Nordhafen, with facilities for ro-ro cars and containers, has

1,230m of total quayage, with a depth of 11m alongside.

Bremerhaven—Stromkaje Terminal
Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 193

Pub. 192

8.28 Osthafen has 595m of total quayage, with a depth of 14m

alongside.

8.28 Verbindungshafen has 1,290m of total quayage, with a depth

of 10.8m alongside. Several shipyards, drydocks, and repair

facilities are situated along the E side of this basin.

8.28 Kaiserhafen I has 2,010m of total berthage, with depths of

8.8 to 10.8m alongside.

8.28 Kaiserhafen II has 1,070m of total berthage, with a depth of

10.8m alongside.

8.28 Kaiserhafen III has 1,420m of total berthage, with a depth of

10.8m alongside.

8.28 Fischereihafen, the complex situated S of the Geeste River,

has five wet basins and is accessible through two locks. The W

lock is 106.5m long and 11.1m wide; and the E lock is 181m

long and 32.5m wide. Both locks have a charted depth of 5.8m

over the sill. Vessels up to 170m in length, 27m beam, and 7m

draft can be handled. The complex provides 7,000m of total

quayage, with depths of 5 to 7.5m alongside, and is used

mostly by fishing vessels and coasters.

8.28 The port has facilities for general cargo, passenger, ferry, roro, reefer, vehicle carrier, tanker, container, bulk, fishing, and

LASH vessels. In addition, there are several drydocks, the

largest being 335m long and 40m wide, which can handle

vessels up to 110,000 dwt.

8.28 It is reported that vessels up to 350m in length and 14.5m

draft (freshwater) can be accommodated at the riverside

facilities at HW.

8.28 Pilotage.—See Pilotage under The River Jade and The River

Weser Estuary (paragraph 8.21).

8.28 Regulations.—Vessels berthed at the riverside facilities may

display a red cylinder by day and show a red light vertically

between two white lights at night as a warning to passing

vessels to reduce speed.

8.28 Speed regulations are in force within the fairways located

adjacent to Bremerhaven.

8.29 The Geeste River (53°32'N., 8°35'E.) meanders

through the city of Bremerhaven and discharges, between two

high moles, into the Weser. The entrance is 95m wide and has a

dredged depth of 6m; however, the depths are usually reduced

by considerable deposits of silt.

8.29 About 0.4 mile above the entrance, a flood barrage, spanned

by a bascule bridge, crosses the river. The barrage is closed

when the water level rises to 1m or more above MHW. The

barrage provides a navigable width of 24m. The bridge has a

vertical clearance of only 5.5m when closed.

8.29 Several swing bridges span the river above the flood barrage.

The river is tidal as far as a lock, situated about 2.7 miles above

the entrance, which connects with the inland waterway system.

Bremerhaven to Bremen

8.30 That part of the River Weser, between Bremerhaven

and Bremen, a distance of 36 miles, is known as the Unterweser. The river flows through an area of shallow marsh-land

and in places its direction is maintained by training walls and

groins. Nordenham is situated 4 miles above Bremerhaven. Between Nordenham and Brake, a distance of 10 miles, several

small towns stand along the banks of the river and are fronted

by berthing facilities. However, these facilities are of little

commercial importance and used only by small coastal vessels,

inland craft, and pleasure boats.

The Hunte River flows into the W side of the River Weser,

about 18 miles above Bremerhaven; the Lesum River flows

into the E side of the Weser at Vegesack, 26 miles above Bremerhaven. The small harbors of Elsfeth and Oldenburg are situated on the Hunte River 2 and 14 miles, respectively, above its

mouth.

8.30 The fairways in the various reaches of the Unterweser are

marked by buoys and indicated by lighted ranges as far as

Vegesack; above Vegesack, the channel is marked by successive pairs of lighted beacons standing on the river banks. In

addition, distances along the river are indicated on both sides

by kilometer marks which commence near Bremen.

8.30 Tides—Currents.—The duration of the incoming tidal

current becomes shorter the farther up the river it goes. It sets

for 5 hours 45 minutes at Bremerhaven and only for 1 hour 45

minutes at Bremen. The duration of the outgoing current

becomes longer. It sets for 8 hours 30 minutes at Bremen and

only 6 hours 45 minutes at Bremerhaven.

8.30 Before the current begins to set outward, a SW period

progresses upstream. There is no noticeable current for 40

minutes at Vegesack, but at Bremen, there is no noticeable

current for 2 hours 15 minutes.

8.30 In addition, the maximum rate of the current is sustained for

longer periods.

8.30 About 1 mile above Nordenham, the incoming current

begins 4 hours 30 minutes before HW at Bremerhaven and

attains a maximum rate of 3.2 knots at springs. The outgoing

current begins 1 hour 15 minutes after HW and attains a maximum rate of 3.7 knots at springs.

8.30 Close below Brake, the incoming current begins at 3 hours

45 minutes before HW at Bremerhaven and attains a maximum

rate of 1.8 knots at springs. The outgoing current begins at 1

hour 30 minutes after HW and attains a maximum rate of 2.7

knots at springs.

8.30 Depths—Limitations.—Vessels up to 270m in length are

permitted to proceed upriver as far as Brake. Vessels are limited to a maximum length of 250m between Brake and Bremen.

8.30 Vessels over 230m in length may proceed above the mouth

of the Hunte River only when the wind force is less than force

Bremerhaven—Nordschleuse (North Lock)
194 Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 

Pub. 192

6 and visibility is more than 1,000m.

8.30 The projected dredged depths in the main fairway are 11m as

far as Nordenham and 9m as far as Bremen, where they decrease rapidly.

8.30 Caution.—Numerous ferries cross the fairway at various

places which are indicated on the chart.

8.30 Several submarine pipelines and cables lie across the fairways and may best be seen on the chart.

8.30 The Unterweser, like the Aussenweser, is subject to frequent

changes in depths and the navigation aids are frequently moved

accordingly.

8.31 Nordenham (53°29'N., 8°29'E.) (World Port Index No.

30840), an important bulk and chemical port, is located on the W

bank of the river. The area along this bank between Blexen,

located close above Bremerhaven, and Nordenham, 4 miles above

Bremerhaven, is the site of numerous industrial plants. These

installations are fronted by a number of quays and piers, some

private, which form the port.

8.31 Tides—Currents.—The tide rises 4m at springs and 3.6m at

neaps.

8.31 The water level at the port is greatly affected by strong

winds. A rise of 0.9m and a fall of 0.6m may be expected

during NW and E gales, respectively. The tidal currents off the

port set at maximum rates of 2 knots on the flood and 3 knots

on the ebb.

8.31 Depths—Limitations.—The fairway leading to the port has

a dredged depth of 11m. The main quays and piers provide

about 1,800m of total berthage with depths of 4 to 13.5m

alongside. There are facilities for tanker, bulk, timber, and

chemical vessels. Generally, vessels up to 270m in length and

13m draft can be handled at HW. Vessels up to 80,000 dwt and

125,000 dwt, partly laden, have been accommodated in the

port.

8.32 Brake (53°20'N., 8°29'E.) (World Port Index No.

30850) is located on the W bank of the river, 47 miles above

the entrance and about midway between Bremerhaven and

Bremen.

8.32 Tides—Currents.—Tides rise about 4m at springs and 3.5m

at neaps.

8.32 The water level off the port is affected by strong winds from

the NW and SE and rises and falls of the water level up to 0.9m

are not uncommon. The tidal currents here may attain rates up

to 5 knots on the ebb and 3 knots on the flood.

8.32 Depths—Limitations.—The river fairway leading to the

port has a projected dredged depth of 9m. The harbor consists

of a wet dock complex and several riverside berths. 

8.32 The lock providing access to the wet dock complex is 95m

long, 16m wide, and has a depth of 6m over the sill. The basins

in the complex provide 1,100m of total berthage and can accommodate vessels up to 3,000 dwt and 5.5m draft.

8.32 The main riverside quays provide about 1,800m of total

berthage with depths of 10.4 to 12.5m alongside. There are

facilities for tanker, bulk, and container vessels. Vessels up to

270m in length and 11.3m draft can be handled at HW.

8.32 Aspect.—Several conspicuous large silos stand in the

vicinity of the river berths.

8.32 Caution.—Anchoring and fishing are prohibited within an

area, the limits of which are shown on the chart, along the W

side of the river adjacent to Brake.

8.33 The Hunte River (53°15'N., 8°29'E.) is entered 4.5

miles above Brake and leads to the small ports of Elsfleth and

Oldenburg, lying 2 and 14 miles, respectively, above its

entrance. The river fairway is about 130m wide at the entrance,

95m wide at Elsfleth, and only 25m wide at Oldenburg.

8.33 A flood barrage is situated 0.5 mile within the mouth of the river

and is closed when the water level rises to 0.8m or more above

MHW. The barrage provides two passages, each with a navigable

width of 25.8m.

8.33 Four bridges span the river between the entrance and

Oldenburg. The limiting width of the navigable passages is 19.3m

and the limiting vertical clearance is 26.9m. In addition, several

overhead cables span the river and have a minimum vertical

clearance of 26 m.

8.33 A speed limit of 5.4 knots is in force within the river.

8.33 The fairway has a projected dredged depth of 3.8m as far as the

flood barrage. Above the barrage, the fairway has a projected

dredged depth of 3.9m extending to close above Elsfleth and 2.3m

as far as Oldenburg.

Elsfleth (53°14'N., 8°28'E.) (World Port Index No. 30860)

consists of several riverside facilities. A prominent nautical

Brake

Brake (riverside berths)
Sector 8. Netherlands and Germany—Terschelling to the River Jade and the River Weser 195

Pub. 192

school, with a mast, stands in the vicinity of the small town.

The port provides 480m of total quayage with depth of 3 to

4.9m alongside. Vessels up to 2,700 dwt, 90m in length, and

5m draft can be accommodated at HW.

8.33 Oldenburg (53°07'N., 8°13'E.) (World Port Index No.

30870) is the terminus of the Hunte-Ems Kanal (Der Kustenkanal). The harbor provides about 1,900m of total riverside

berthage with a depth of 3m alongside. There are facilities for

general cargo, bulk, tanker, and LPG vessels. Vessels up to

1,500 dwt, 85m in length, 10m beam, and 4m draft can be

accommodated at HW.

8.34 Close above the junction with the Hunte River, the

River Weser narrows to a width of about 150m. A power

station is situated at Farge (53°12'N., 8°31'E.), on the E bank of

the Weser, 3 miles above this junction. It is fronted by a quay,

550m long, with depths of 7 to 9.7m alongside. Vessels up to

200m in length, 25m beam, and 9m draft can be accommodated alongside.

8.34 Between Farge and Vegesack, a distance of 4 miles, the

channel gradually narrows. Several shipyards, fitting-out

berths, dry docks, and floating docks are situated along the

banks of the river and there are numerous industrial plants

fronted by small quays, with depths of 2.6 to 5.5m alongside.

8.34 The largest dry dock is situated in Bremer Vulcan Shipyard

at Vegesack. It is 331.5m long, 57.3m wide, and can handle

vessels with drafts up to 8.18m.

8.34 Tides—Currents.—Close above Vegesack, the incoming

current sets for only about 2 hours 45 minutes. It begins at 3

hours before HW at Bremerhaven and lasts until 15 minutes

after HW with a maximum rate of 1 knot. After a period of

slack water, lasting 40 minutes, the outgoing current begins

and lasts for about 9 hours with a maximum rate of 2 knots.

Bremen (53°08'N., 8°46'E.)

World Port Index No. 30900

8.35 The port of Bremen is situated along both banks of the

Weser, 36 miles above Bremerhaven. In addition to its extensive cargo handling facilities, it is also a large shipbuilding

center. The harbor encompasses the river area between Mittelsburen and Grossen Weserbrucke, a distance of 5.5 miles, and

consists of three parts.

A large wet dock complex, entered through a lock at the NE

side of the river, forms the central part of the harbor. Several

tidal river berths, along with a number of oil and ore

installations, occupy about 1.5 miles of the river below the

entrance to the wet dock and form the outer part of the harbor.

Several large tidal basins, situated above the entrance to the

wet dock, form the inner part of the harbor.

8.35 Tides—Currents.—The tides rise about 4.1m at springs and

3.6m at neaps.

8.35 Winds from the S quadrant tend to lower the water level.

8.35 On the S side of the channel off the entrance to the lock, the

incoming current begins about 5 hours before HW at Bremen and

flows for 1 hour 45 minutes, attaining a maximum rate of 0.5 knot.

After a period of slack water, lasting for 2 hours 15 minutes, the

outgoing current begins about 1 hour before HW and lasts for 8

hours 30 minutes, attaining a maximum rate of 1.5 knots.

8.35 Depths—Limitations.—The main river fairway leading to

Bremen has a projected dredged depth of 9m.

8.35 Oslebshausen Schleuse, a lock, provides access to Industriehafen, the wet dock complex. It is 248m long and 34.1m

wide, with a depth of 7.8m over the sill.

8.35 The main riverside facilities of the outer harbor include

Klocknerport Ore Terminal Quay, 300m long, and Frisia Oil

Terminal Quay, 265m long, both of which have depths up to

11.5m alongside and can accommodate vessels up to 250m in

length and 10.7m draft at HW.

8.35 The complex, which forms the central part of the harbor,

consists of the following main basins:

1. Olhafen, which has 190m of berthage, with depths of

5 to 9.7m alongside.

2. Huttenhafen, which has 960m of berthage, with

depths of 8 to 10.2m alongside.

3. Kalihafen, which has 500m of berthage, with depths

of 9.8 to 10.2m alongside.

4. Kohlenhafen, which has 900m of berthage, with

depths of 9.8 to 10.2m alongside.

5. Hafen E, which has 450m of berthage, with depths of

8.8 to 10.2m alongside.

6. Hafen F, which has 280m of berthage, with depths of

5 to 9.7m alongside.

7. Hafen A, which has 550m of berthage, with depths of

8.6 to 10.2m alongside.

8.35 The inner harbor consists of the following principal tidal

basins:

1. Kap Horn Hafen, which has 250m of berthage, with a

depth of 9m alongside.

2. Werfthafen, which has 1,360m of berthage, with a

depth of 7.2m alongside.

3. Getriedehafen, which has 725m of berthage, with a

depth of 11.5m alongside.

4. Holz und Fabrikenhafen, which has 2,280m of

berthage, with a depth of 10.5m alongside.

5. Europahafen, which has 2,690m of berthage, with a

depth of 8.5m alongside.

6. Neustadterhafen, which has 2,600m of berthage, with

depths of 10.5 to 11.5m alongside. 

8.35 The port has facilities for general cargo, bulk, tanker, ro-ro,

container, passenger, car carriers, reefer, and LASH vessels.

8.35 Vessels up to 230m in length, 32.3m beam, and 9.4m draft

can enter the wet dock complex at HW. Vessels up to 250m in

length and 10.7m draft can be accommodated in the port.

8.35 Pilotage.—See Pilotage under The River Jade and The River

Weser Estuary (paragraph 8.21).

8.35 Regulations.—Vessels over 220m and over 50m in lengths

may not meet between the entrances to Neustadterhafen and

Europahafen.

8.35 Before taking a berth in a basin, vessels must be turned with

bows towards the entrance, unless special permission to act

otherwise has been authorized by the harbormaster.

8.35 At times, both lock gates are opened for the purpose of

equalizing the water level in the wet dock complex with that in

the river. At such times, vessels must only enter or depart

against the current and with the assistance of a tug or tugs.

8.35
197

Pub. 192

9. 

Germany and Denmark—The River Elbe to Hanstholm

9.0Additional chart coverage may be found in NGA/DLIS Catalog of Maps, Charts, and Related Products (Unlimited Distribution).

SECTOR 9 — CHART INFORMATION
199

Pub. 192

SECTOR 9 

GERMANY AND DENMARK—THE RIVER ELBE TO HANSTHOLM

9.0 Plan.—This sector describes the River Elbe from its entrance to the Nord Ostsee Kanal, including the ports of Cuxhaven and Hamburg. The North Sea coasts of Germany and

Denmark lying between the River Elbe and Hanstholm are

described next, together with the islands of Helgoland and the

other Nordfriesische Inseln. The descriptive sequence is SE

through the approaches to the River Elbe and then N along the

coasts of Germany and Denmark

General Remarks

9.1 The River Elbe is the most important river in German

maritime commerce and provides access to the inland waterway system and the Nord Ostsee Kanal.

9.1 From this river, the coast extends 95 miles NNW to Horns

Rev. The land is mostly low and is protected by dikes and sand

dunes. The coast is irregular and several peninsulas extend W

from its S part; however, there are no outstanding landmarks

along this part of the mainland. The German/Danish border is

situated about 70 miles N of the entrance to the River Elbe.

9.1 The entire coast is fronted by extensive shoals which extend

a considerable distance from the shore. The Nordfriesische

Inseln, a chain of islands, lie, with the exception of Helgoland,

on this large shoal area. These shoals partly dry and numerous

channels run between them, but there are mostly narrow,

shallow, winding, and subject to frequent changes. They are

used almost exclusively by fishing vessels and small craft with

local knowledge.

9.1 Helgoland, one of the Nordfriesische Inseln, lies more than

22 miles from the coast. The remainder of the islands lie

between 3 and 18 miles offshore. With the exception of

Helgoland, these islands are generally low and consist of sand

dunes and fertile marsh land. The shores of some of the islands

are protected by sand dunes and others are diked to prevent

erosion, but many of the smaller islands have neither.

9.1 The part of the North Sea that fronts this section of coast is

relatively shallow and in general the depths decrease gradually

towards the shore. Numerous wrecks lie throughout the area

and may be found far offshore.

9.1 From Blavands Huk, on the mainland, to the E of Horns Rev,

the coast extends about 100 miles N to Hanstholm. The coast

in general is low and backed by sand dunes, but there are areas,

particularly near the headlands, where cliffs attain heights of

over 65m. Much of this coast has no outstanding landmarks

except for several beacons.

9.1 The part of the North Sea that fronts this section of coast is

relatively shallow and has two off-lying banks. The depths

decrease gradually toward the shore and the bottom consists

mainly of sand, although there are small areas of sand mixed

with shells and stones.

9.1 Lille Fisker Banke, with a least depth of 31m, lies 63 miles

W of Thyboron. A rather extensive bank, with a least depth of

27m and several 31m patches, lies close S and SW of Lille

Fisker Banke.

9.1 Jyske Rev, with depths of 17 to 36m, lies 25 miles W and

WNW of Thyboron.

9.1 Limfjorden, entered about 70 miles N of Blavands Huk,

extends about 90 miles ENE to Hals, on the W side of the

Kattegat. This fjord, which consists of a series of lakes with

interconnecting channels, cuts through the N part of Jylland

and converts the N part of that peninsula into an island.

9.1 There are no large ports situated along this N section of the

coast. Ringkobing and Thyboron, both used by fishing vessels,

are the only commercial harbors; however, several small local

harbors and marinas are situated throughout Limfjorden.

9.1 Tides—Currents.—As a general rule, the currents in the

coastal area covered by this sector set E along the N part of the

Netherlands coast into the German Bight off the entrance to the

Elbe and then set N along the Danish coast to Hanstholm.

Winds between the SW and N usually increase the rate of the

current and those between NE and S decrease its rate. If strong

and long lasting prevailing winds continue, the direction of the

current may be reversed.

9.1 The main offshore current has a mean rate of 0.5 knot and a

rate up to 1.5 knots near the coast. At times, with a favorable

strong wind, the current can attain a rate near the coast up to 4

knots, but be much less farther offshore.

9.1 Regulations.—For extracts from the Traffic Regulations

applying to all German waterways and details of Extraodinary

Large Vessels, see paragraph 8.1.

9.1 For information concerning right-of-way vessels in the

approaches to the River Elbe, see Regulations under Approach

Routes to the German Bight in paragraph 8.4.

9.1 Particularly Sensitive Sea Areas (PSSAs) are areas that need

special protection through action by the IMO because of their

ecological, socio-economic, or scientific significance and

which may be damaged by maritime activities. The Waddenzee

coastal area of the Netherlands, Germany, and Denmark has

been designated a PSSA. The main shipping routes leading to

coastal ports in the region are excluded from the PSSA.

9.1 Special Areas in the North Sea have been designated under

MARPOL 73/78 because of their sensitive oceanographic and

ecological conditions and their marime traffic. These areas are

provided with a higher level of pollution protection than other

regions of the sea.

9.1 For futher information concerning PSSAs and Special Areas

in the North Sea, see Pub. 140, Sailing Directions (Planning

Guide) North Atlantic Ocean, Baltic Sea, North Sea, and the

Mediterranean Sea.

9.1 Caution.—Numerous production platforms, wells, and gas

and oil pipelines lie in the waters off the coast of Denmark and

may best be seen on the charts. Extreme caution is advised

when navigating in the vicinity of such facilities. Some of the

production platforms are equipped with racons.

9.1 The principal oil and gas fields in the area are listed below:

1. Regnar Oil Field (55°23'N., 5°12'E.), with an SPM.

2. Dan Oil Field (55°29'N., 5°07'E.).
200 Sector 9. Germany and Denmark—The River Elbe to Hanstholm 

Pub. 192

3. Halfdan Oil Field (55°33'N., 5°05'E.).

4. Hanze Oil Field (54°57'N., 4°35'E.).

5. Kraka Oil Field (55°24'N., 5°06'E.).

6. Skjold Oil Field (55°32'N., 4°55'E.).

7. Gorm Oil Field (55°35'N., 4°46'E.).

8. Dagmar Oil Field (55°35'N., 4°38'E.).

9. Rolf Oil Field (55°36'N., 4°30'E.).

10. Tyra Gas Field (55°44'N., 4°47'E.).

11. Roar Gas Field (55°46'N., 4°39'E.).

12. Valdemar Oil Field (55°50'N., 4°34'E.).

13. Syd Arne Gas Field (56°05'N., 4°14'E.).

14. South Arne Oil Field (56°05'N., 4°14'E.).

15. Svend Gas Field (56°10'N., 4°10'E.).

16. Harald Gas Filed (56°21'N., 4°16'E.).

17. Cecilie Oil Field (56°24'N., 4°46'E.).

18. Siri Oil Filed (56°29'N., 4°55'E.).

19. Stine Oil Field (56°31'N., 5°04'E.).

20. Nini Oil Field (56°38'N., 5°19'E.).

9.1 For oil and gas fields located in the North Sea and lying W

and NW of the above fields, see paragraph 1.4.

The River Elbe

9.2 The River Elbe is 730 miles long and a major waterway. It is navigable by inland vessels and connected to the

extensive European inland waterway systems. The principal

ports of Cuxhaven and Hamburg are situated 26 and 78 miles,

respectively, above the entrance of the river.

9.2 The River Elbe also provides access to the Nord Ostsee

Kanal at Brunsbuttel, 42 miles above the entrance.

9.2 The outer part of the river reaches the sea through a broad

estuary situated at the SE head of the German Bight. Extensive

shoal banks and drying sands front the mainland in the vicinity

of the estuary. They extend up to 20 miles offshore on the N

side and up to 15 miles offshore on the S side.

9.2 Norder Grunde (53°55'N., 8°08'E.), lying on the S side of the

estuary, extends far out to sea and its outer part is very steep-to.

It is reported that soundings do not give any early warning

when approaching this large shoalbank. During periods of

heavy seas, the N side of Norder Grunde is indicated very

clearly by breakers and its shallow areas are easily noticeable

through the surf.

9.2 Grosser Vogelsand (54°01'N., 8°25'E.), lying on the N side

of the estuary, is constantly shifting. Drying flats extend along

the SE side of this shoal. Gales from the W and N form heavy

surf on this shoal, particularly on its NW part.

9.2 Elbe Lighted Buoy (54°00'N., 8°07'E.), equipped with a

racon, is moored in the outer approaches, 11 miles WNW of

Scharhorn.

9.2 Grosser Vogelsand Tower (54°00'N., 8°29'E.), 45m high

with two overhanging stories and a helicopter platform, stands

2.5 miles NNE of Scharhorn. It is prominent and floodlit at

night.

9.2 The main river entrance lies between Grosser Vogelsand, the

outermost shoal bank on the N side, and Scharhorn Riff (53°

58'N., 8°20'E.), the outermost shoalbank on the S side. The

entrance channel extends E for 8 miles and then ESE and SE to

the port of Cuxhaven. The river channel then follows a general

E direction for 13 miles to Brunsbuttel.

9.2 The islands of Scharhorn (53°57'N., 8°26'E.) and Neuwerk

(53°55'N., 8°30'E.) form the outer land features and stand on

an extensive sand flat at the S side of the river entrance.

9.2 The mainland on both sides of the river is low and diked; it is

reported that the landmarks on the mainland are not visible

until vessels are fairly close to the shore.

9.2 Neuwerk Light (53°55'N., 8°30'E.) is shown from a conspicuous brick tower, 38m high, standing on the S side of the

island. A prominent white radar tower, 60m high, is situated on

the NW side of the island, 0.6 mile NNW of the light. A conspicuous beacon (North Beacon) stands 0.3 mile NW of the

radar tower.

9.2 A long training wall, marked by beacons, extends from the

mainland in the vicinity of Cuxhaven (53°52'N., 8°43'E.). It

projects in a general NW direction for about 5 miles to Mittelgrund (53°57'N., 8°35'E.), a drying shoal area.

9.3 Neuer Leuchtergrund (53°59'N., 8°31'E.), a detached

shoal, has a least depth of about 6m. It lies 1.7 miles NE of

Scharhorn and divides the main channel into two fairways.

Mittelrinne (53°58'N., 8°33'E.), the main fairway, passes S

of Neur Leuchtergrund and is maintained by dredging.

9.3 Norderrinne (53°59'N., 8°33'E.), a secondary fairway, passes N of Neuer Leuchtergrund and is used by departing vessels

(see Regulations in paragraph 9.1). This fairway has a least

Grosser Vogelsand Tower

Neuwerk Light
Sector 9. Germany and Denmark—The River Elbe to Hanstholm 201

Pub. 192

depth of about 7m; however, it is reported to be not maintained by dredging and subject to frequent changes. It rejoins

the main fairway about 1.7 miles SE of the E end of Neuer

Leuchtergrund.

Kugel Beacon (53°54'N., 8°41'E.) stands at the N extremity

of the mainland, NNW of Cuxhaven. This prominent landmark

is 30m high and illuminated at night.

9.3 Cuxhaven Radar Tower (53°52'N., 8°43'E.), a tall building

with a semicircular front, stands in the N part of the port. It has

a flat top surmounted by a radar scanner and is very prominent.

A conspicuous radio mast, 130m high, is situated 0.2 mile

SSW of this tower.

9.3 The approach and main entrance fairways are marked by

lighted buoys and indicated by sector lights. The fairways

within the river are also indicated by lighted ranges. In

addition, radar conspicuous beacons have been established at

the entrance to the river; these are situated close outside the

main fairway and many are floodlit. 

9.3 The small and minor channels that lead among the shoal

banks in the estuary are marked by perches and beacons. These

passages should only be used small vessels with local

knowledge.

9.3 All of the above aids may best be seen on the chart.

9.3 Ice.—In general, ice is found in the river in most winters, but

it is only during severe winters that it forms in sufficient

quantity to be of any concern. Icebreakers are used, and from

the sea to Hamburg, the fairways are kept open. In severe

winters, ice may cause difficulties within the seldom visited

small harbors and inlets along the river, but the major ports

may be entered with no trouble.

9.3 The first ice forms in the upper river near Hamburg and then

spreads downstream towards the sea. The earliest ice generally

appears at Hamburg about the middle of December and in the

vicinity of Neuwerk about 2 weeks later. However, during

severe winters, ice has been observed at Hamburg as early as

the first week of November.

9.3 The ice generally disappears about the same time at Neuwerk as at Hamburg. It generally remains as long as the beginning of March and, during severe winters, may last until late

March. During rainy weather, the ice disappears very quickly.

9.3 The river never freezes over completely as the ice is, more or

less, kept in motion by the tidal currents. With the incoming

current, the ice is heaped together and may come to rest at the

bends in the river. With the outgoing current, which lasts

longer than the incoming current, the ice is driven seaward.

9.3 Tides—Currents.—In the vicinity of the island of Scharhorn, the tide rises about 3.3m at springs and 2.9m at neaps.

9.3 Winds from the W to NW raise the water level and those

from the E to SE lower it. Winds from the SSE and NNW do

not appreciably affect the water level. Continued E winds can

maintain the abnormally low water level for some time and, in

exceptional cases, the water level has been reported to rise as

much as 4m above the MHW and drop as low as 3m below the

MLW. At Hamburg, rises of 1.9 to 2.5m may be caused by

heavy storm floods.

9.3 The presence of heavy ice tends to reduce the tidal range,

particularly that of the HW; reductions up to 1m have been

observed.

9.3 In the approach to the river, the tidal currents set in an E and

W direction. On nearing the entrance, they gradually assume a

SE and NW direction. In general, the E or incoming current

begins to set 30 minutes to 1 hour 30 minutes after LW at

Helgoland. The W or outgoing current begins to set 1 hour to 2

hours after HW. Between the changes of the two currents, there

is a very defined period of slack water. Under normal conditions, these currents attain rates of 1 to 1.5 knots; however, the

rates and durations are greatly affected by the wind.

9.3 In the entrance, the incoming current is stronger on the S

side of the channel and generally begins to set about 1 hour

earlier than the current on the N side. The incoming current

first sets across the shoals in the estuary and through the channels between the drying sands. The current coming across the

flats near Scharhorn sets diagonally over Mittelgrund and then

E towards the training wall and the main fairway.

9.3 In the vicinity of Cuxhaven, the incoming current on the N

side of the channel is stronger and lasts longer than the current

on the S side.

9.3 The outgoing current in the entrance begins to set sooner on

the N side than the current on the S side. At first, it sets N along

the S edge of Grosser Vogels and, as the water level is lowered

and the drying sands appear, a branch of this current sets

through the channels between these drying sands and another

branch sets towards the sea through the main fairway. In the

vicinity of Midem Sand, part of the current sets N and another

part sets through the main channel, consequently increasing the

velocity of the current off Cuxhaven.

Kugel Beacon

Cuxhaven Radar Tower
202 Sector 9. Germany and Denmark—The River Elbe to Hanstholm 

Pub. 192

9.3 Turbulent water may be encountered off the SW side of

Medem Sand. Somewhat rough seas form on the N side of the

channel with strong W and NW winds at almost the end of the

outgoing current. On the S side of the channel, where the

incoming current is beginning to set, the water remains calm.

Lines of foam may indicate the edge between the currents

setting in different directions and at different rates.

9.3 In the main channel off Scharhorn, currents, during calm

weather and normal conditions, attain rates up to 3.5 knots. In the

main channel E of Mittelgrund, the flood current attains rates of

2.5 knots at springs and 1.8 knots at neaps. The ebb current attains

rates of 2.3 knots at springs and 1.3 knots at neaps.

9.3 Depths—Limitations.—The main river fairway has projected dredged depths of 14.7m as far as Cuxhaven and 14.4m

(2002) as far as Hamburg, which stands about 78 miles above

Elbe Lighted Buoy.

9.3 Generally, vessels not dependent on the tide can transit to

Hamburg with drafts (fresh water) up to 12.8m. It is reported

(2005) that container vessels with a beam exceeding 32.3m and

not dependent on the tide are limited to a draft (fresh water) of

12.7m.

9.3 The following maximum drafts (fresh water) for tidedependent vessels are permitted provided the maintained

channel depths are available and an average tide is expected:

1. Vessels up to 360m in length or 63m beam—Inbound

draft of 14.2m and outbound draft of 12.7m.

2. Vessels up to 350m in length or 55m beam—Inbound

draft of 14.5m and outbound draft of 13.1m.

3. Vessels up to 340m in length or 50m beam—Inbound

draft of 14.8m and outbound draft of 13.4m.

4. Vessels up to 330m in length or 45m beam—Inbound

draft of 15.1m and outbound draft of 13.7m.

Pilotage.—See Pilotage (paragraph 8.3) and Regulations

(paragraph 8.4) under Approach Routes to the German Bight

for pilotage information and regulations concerning large vessels and vessels carrying dangerous cargo approaching or navigating in the German Bight (Deutsche Bucht) and intending to

enter the River Ems, the River Jade, the River Weser, or the

River Elbe.

Such vessels approaching the River Elbe, including those

using the German Bight Western Approach TSS, embark the

pilot at the Inner Deutsche Bucht (German Bight) boarding

position, which is located about 2 miles WNW of E3 Lighted

Buoy (54°04'N., 7°55'E.).

9.3 The regulations below apply to all other vessels.

9.3 Pilotage on the River Elbe is compulsory for the following

vessels: 

1. Tankers carrying dangerous or polluting cargo, laden

and unladen, if not declared gas-free. 

2. Other vessels over 90m in length or 13m beam, with

a draft exceeding 6.5m. 

9.3 Pilots can be contacted by VHF and normally board about

1.5 miles ESE of Elbe Lighted Buoy (54°00'N., 8°07'E.).

9.3 Vessels should send an ETA and a request for pilotage to

Elbelotse Brunsbuttel at least 12 hours before arrival at the

pilot boarding position or immediately upon departure from

nearby ports (for short voyages).

9.3 The pilot vessel has a black hull, with “Lotse” painted in

white on both sides, and a yellow stack.

9.3 The river is divided into two pilotage districts. Sea pilots

take vessels as far as Brunsbuttel (53°53.5'N., 59°08.8'E.),

where river pilots board and take vessels as far as Hamburg or

the Nord Ostsee Kanal.

9.3 Regulations.—Extraordinary Large Vessels are defined for

the River Elbe as those exceeding 330m in length or 45m

beam. Such vessels have special transit restrictions placed on

them and permission must be obtained at least 24 hours prior to

entering the river (see paragraph 8.1).

9.3 An Extraordinary Large Vessel, which is departing, may not

pass Seemanshoft (53°32.4'N., 9°52.8'E.) during the period

from 3 hours before HW at St. Pauli until HW if there is a tidedependent vessel inbound.

9.3 Oil, gas, and chemical tankers, as well as tug and tow formations which transport or have transported hazardous cargo in

bulk and are not gas-free, may not enter the River Elbe unless

the visibility is at least 1,000m. The VTS Traffic Center may

issue exemptions from the established regulations if the length

of the vessel does not exceed 140m or the freshwater draft does

not exceed 8.5m, if no technical or equipment defects can be

detected, if the visibility is over 500m, and the traffic conditions are permitting.

9.3 Right-of-way vessels proceeding to the entrance of the Elbe

should display the appropriate lights and signals as per Rule

27(b) of the International Regulations for Preventing Collisions

at Sea (1972). For more details concerning right-of-way vessels, see Regulations (Approach Routes to the German Bight)

in paragraph 8.4.

9.3 With prior permission from Cuxhaven Elbe Traffic VTS, the

following vessels, when departing, may use Mittelrinne (53°

58'N., 8°33'E.), the main fairway, instead of Norderrinne:

1. Car carriers, container, and ro-ro vessels over 170m in

length or 28m beam.

2. All other vessels over 220m in length or 28m beam.

3. All other vessels unable to use Norderrinne because

of their draft.

9.3 No overtaking is permitted by any vessel within Mittelrinne,

the main fairway, between No. 13/Neuwerk Reede Lighted

Buoy (53°58'N., 8°28'E.) and No. 29 Lighted Buoy (53°55'N.,

8°40'E.). 

9.3 A vessel departing via Norderrinne must not overtake on the

port side of a vessel departing via Mittelrinne when below No.

29 Lighted Buoy (53°55'N., 8°40'E.).

9.3 Vessel Traffic Service.—See paragraph 8.5 (Approach

Routes to the German Bight) for information concerning the

Vessel Traffic Service (VTS) applying to vessels navigating

within the waters of the German Bight and intending to enter

the River Ems, the River Jade, the River Weser, or the River

Elbe.

9.3 A local Vessel Traffic Service (VTS) system operates in the

River Elbe. This VTS system is mandatory for the following

vessels:

1. All vessels over 50m in length (including towed or

pushed composite units) within the areas of Cuxhaven Elbe

Traffic and Brunsbuttel Elbe Traffic and all ocean-going vessels over 100m in length (including towed or pushed composite units) within the area of Hamburg Port Traffic.

2. Vessels carrying dangerous cargo (gas, chemicals,

petroleum, or petroleum products) in bulk.
Sector 9. Germany and Denmark—The River Elbe to Hanstholm 203

Pub. 192

3. Unloaded tankers if not cleaned, degassed, or completely inerted after carrying petroleum or petroleum products with a flashpoint below 35°C.

4. Nuclear-powered vessels.

9.3 The Elbe VTS system is divided into three operating areas,

as follows:

1. Cuxhaven Elbe Traffic, extending from Elbe Lighted

Buoy (54°00'N., 8°07'E.) to Nos. 53/54 Lighted Buoys (53°

51'N., 9°02'E.).

2. Brunsbuttel Elbe Traffic, extending from Nos. 53/54

Lighted Buoys to No. 125 Lighted Buoy (53°34'N., 9°44'E.).

3. Hamburg Port Traffic, above No. 125 Lighted Buoy.

9.3 Vessels entering the VTS area of Cuxhaven Elbe Traffic

must maintain a continuous listening watch on VHF channel

71 or 16. It is mandatory to send the following reports:

1. Sailing Plan (SP)—An SP must be sent to VTS Center

Cuxhaven Elbe Traffic on VHF channel 71, if not already

reported by an SP to VTS German Bight Traffic (see paragraph 8.5), as follows:

a. 30 minutes before entering the VTS area of Cuxhaven Elbe Traffic from sea.

b. Before leaving a harbor or berth within the VTS

area of Cuxhaven Elbe Traffic.

2. Position Report (PR)—A PR must be sent to VTS

Center Cuxhaven Elbe Traffic on VHF channel 71, as follows:

a. When entering the VTS area of Cuxhaven Elbe

Traffic (on passing Elbe Lighted Buoy or Nos. 53/54

Lighted Buoys).

b. When leaving a harbor or berth within the VTS area

of Cuxhaven Elbe Traffic.

9.3 Vessels entering the VTS area of Brunsbuttel Elbe Traffic

must maintain a continuous listening watch on VHF channel

68 or 16. It is mandatory to send the following reports:

1. Sailing Plan (SP)—An SP must be sent to VTS Center

Brunsbuttel Elbe Traffic on VHF channel 68, if not already

reported by an SP to an adjacent VTS center, as follows:

a. Before leaving a harbor or berth within the VTS

area of Brunsbuttel Elbe Traffic.

b. Before leaving the Nord-Ostee Kanal (Kiel Canal)

locks in Brunsbuttel.

2. Position Report (PR)—A PR must be sent to VTS

Center Brunsbuttel Elbe Traffic on VHF channel 68, as

follows:

a. When entering the VTS area of Brunsbuttel Elbe

Traffic (on passing Nos. 53/54 Lighted Buoys or No. 125

Lighted Buoy).

b. When leaving a harbor or berth within the VTS area

of Brunsbuttel Elbe Traffic.

9.3 Vessels entering the VTS area of Hamburg Port Traffic must

maintain a continuous listening watch on VHF channel 74. It is

mandatory to send the following reports:

1. Sailing Plan (SP)—An SP must be sent to VTS Center

Hamburg Port Traffic on VHF channel 14, if not already

reported to VTS Hamburg Port Traffic, as follows:

a. When entering the VTS area of Hamburg Port

Traffic.

b. When at a berth within the VTS area of Hamburg

Port Traffic.

2. Position Report (PR)—A PR must be sent to VTS

Center Hamburg Port Traffic on VHF channel 14 as follows:

a. Inbound vessels—When passing the limits of the

VTS area of Hamburg Port Traffic (on passing No. 125

Lighted Buoy) and on arrival at the berth.

b. Vessels shifting berth—When leaving the present

berth and on arrival at the new berth.

c. Outbound vessels—When leaving the berth and

when passing the limits of the VTS area of Hamburg Port

Traffic (on passing No. 125 Lighted Buoy).

3. Further Position Report (PR)—Inbound and outbound

vessels, and vessels shifting their berth, must send a further

PR to all vessels and land-based stations on VHF channel 74

when passing the following reporting points:

a. No. 125 Lighted Buoy.

b. No. 132 Lighted Buoy.

c. Parkhafen (53°32.5'N., 9°54.2'E.).

d. No. 135/KS1 Lighted Buoy.

e. Vorhafen (53°32.6'N., 9°57.0'E.).

f. Uberseebrucke (53°32.6'N., 9°58.7'E.).

g. Amerikahoft (53°32.2'N., 9°59.6'E.).

h. Norderelbebrucken (53°32.0'N., 10°01.5'E.).

i. Dove-Elbe (53°30.5'N., 10°03.5'E.).

j. Kohlbrandbrucke (53°31.4'N., 9°56.4'E.).

k. Kattwykbrucke (53°29.7'N., 9°57.2'E.).

l. Rethebrucke (53°30.3'N., 9°58.3'E.).

9.3 Incident Reports (IR) and Deviation Reports (DR) must be

sent to the appropriate VTS Traffic Center as necessary.

9.3 The format for the SP and RP can be found under vessel

Traffic Servicel (Approach Routes to the German Bight) in paragraph 8.5.

9.3 Radar advice is provided on request, or if instructed by the

VTS Center (Cuxhaven Elbe Traffic on VHF channel 71,

Brunsbuttel Elbe Traffic on VHF channel 68, or Hamburg Port

Traffic on VHF channel 14) in German, or on request in

English. The request should include the vessel’s name, call

sign, and position.

9.3 This service is provided when the visibility is less than

3,000m, when the pilot vessel is in a sheltered position, when

lighted buoys are withdrawn due to ice, when required by the

traffic situation, or when requested by a vessel.

9.3 Radar advice within the approaches and river entrance is

provided by the following stations:

1. Elbe Approach West Radar—VHF channel 65—GB

Lightfloat to Elbe Lighted Buoy.

2. Elbe Approach East Radar—VHF channel 19— Elbe

Lighted Buoy to No. 5 Lighted Buoy.

3. Scharhorn Radar—VHF channel 18—No. 5 Lighted

Buoy to No. 15/Neuwerk Reede Lighted Buoy.

4. Neuwerk Radar—VHF channel 5—No. 13/Neuwerk

Reede1 Lighted Buoy to No. 29 Lighted Buoy.

9.3 Information (weather, depths, maximum drafts, dredging,

and traffic) broadcasts are made, as follows:

1. By Cuxhaven Elbe Traffic at 35 minutes after every

hour for the outer River Elbe on VHF channel 71, in German

and English. Situation broadcasts are also supplied on

demand.

2. By Brunsbuttel Elbe Traffic at 5 minutes after every

hour for the inner River Elbe on VHF channel 68, in German
204 Sector 9. Germany and Denmark—The River Elbe to Hanstholm 

Pub. 192

and English. Situation broadcasts are also supplied on demand.

3. By Hamburg Port Traffic, which provides situation

broadcasts on demand in German, or on request in English.

Anchorage.—An outer anchorage area for large and deepdraft vessels lies adjacent to the W side of the Jade Approach

TSS (54°06'N., 7°32'E.) and may best be seen on the chart. A

number of wrecks and obstructions lie within this area.

Elbe Approach Reede (54°04'N., 7°45'E.), an outer

anchorage area for vessels waiting for the tide, lies centered

about 5 miles W of E3 Lighted Buoy (54°04'N., 7°55'E.) and

may best be seen on the chart.

Aussenelbe Reede (54°03'N., 8°10'E.), an anchorage area,

with depths of 14 to 18m, lies in the approaches to the river, 3

miles NNE of Elbe Lighted Buoy (54°00'N., 8°07'E.).

Neuwerk Reede (53°58'N., 8°30'E.), an anchorage area

available for vessels carrying explosives, lies on the S side of

Mittelrinne, 1.5 miles S of Grosser Vogelsand Tower, and has

depths of 8 to 16m.

Medem Reede (53°51'N., 8°46'E.), an anchorage area available for vessels carrying dangerous cargo, lies close E of the

main fairway and has depths of 6 to 12m.

The above anchorage areas are marked by buoys and their

limits may best be seen on the chart.

9.3 Directions.—See paragraph 8.4 (Approach Routes to the

German Bight) for information concerning the Traffic Separation Schemes (TSS) and Deep-Water Routes situated in the

outer approaches to the River Elbe.

9.3 An IMO-adopted Traffic Separation Scheme (TSS) is situated in the vicinity of Elbe Lighted Buoy (54°00'N., 8°07'E.)

and may best be seen on the chart.

9.3 Inbound vessels for the River Elbe should pass to the S of

Elbe Lighted Buoy; outbound vessels should pass to the N of

Elbe Lighted Buoy.

9.3 Radar tracks, designated green for inbound and red for outbound, have been established within the fairway channels and

may best be seen on the chart.

9.3 Caution.—The shoals lying in the estuary are usually

approached before land is sighted and for this reason constitute

a serious hazard for vessels intending to enter the river. These

shoals change constantly under the action of the tidal currents

and heavy seas. Consequently, their charted positions do not

always correspond with the actual positions.

9.3 In the entrance to the river, NW gales, particularly with an

outgoing current, may cause very heavy seas, high breakers,

and heavy ground swells.

9.3 In the approaches and the river fairways, the tidal currents

may set diagonally across the direction of the traffic lanes and

the channel. Care must be taken when stopping for any reason

with the tidal currents at full strength.

9.3 Not all areas have been cleared of mines. Vessels are advised

to only anchor in the designated berths and to keep strictly to

the recommended routes and channels.

9.3 The sides of the sandbanks facing the main fairway in the

approaches to the river are generally steep-to. In the case of a

grounding on one of these banks, it is likely that sand will be

scoured away from the stem and stern, resulting in the back of

the vessel being broken. Therefore, refloating of the vessel

should be accomplished as soon as possible.

9.3 Several National Park Wildlife Sanctuaries, the limits of

which are shown on the chart, lie along the banks adjacent to

the main channel. Entry into these areas is restricted.

9.3 Numerous wrecks and foul areas lie in the approaches and

river channels and may best be seen on the chart.

9.3 Several submarine cables and pipelines lie across the river

channels and may best be seen on the chart.

9.3 At times, small ice buoys, which are not radar conspicuous,

may replace the normal navigational aids.

9.3 Ferries cross the river at various places which are indicated

on the chart.

9.3 High speed craft operate between Cuxhaven and Hamburg

and also between Cuxhaven and Helgoland.

9.3 Measured distances are established in the main fairway in

the vicinity of Pagensand (53°42'N., 9°31'E.) and Falkenstein

(53°34'N., 9°46'E.). They are marked by beacons and may best

be seen on the chart.

9.3 Fixed fishing equipment, such as eel traps, may be located

within the river outside of the main fairway, especially near

banks.

9.3 A local magnetic anomaly is reported to occur in the vicinity

of a wreck lying near No. 42 Lighted Buoy (53°51'N., 8°50'E.).

9.3 The banks of the river are protected, in many places, by

numerous groynes, which extend varying distances into the

channel.

Cuxhaven (53°52'N., 8°43'E.)

World Port Index No. 30800

9.4 Cuxhaven is situated on the S bank of the Elbe, about

25 miles above Elbe Lighted Buoy, and is entered directly from

the main river fairway. In addition to being a commercial port,

the harbor provides extensive facilities for fishing vessels,

offshore exploration support vessels, and pleasure craft.

9.4 Tides—Currents.—The tides rise about 3.3m at springs and

2.9m at neaps.

9.4 Winds from the W raise the water level at the port and strong

E winds lower it.

9.4 In the roadstead, the incoming current begins to set 3 hours

45 minutes before HW and attains a rate up to 3 knots at

springs. The outgoing current begins 1 hours 15 minutes after

HW and attains a rate up to 5 knots at springs. 

9.4 Strong W winds increase the rate of the incoming surface

current by 0.5 to 1 knot and strong E winds increase the rate of

the outgoing surface current by up to 1 knot.

9.4 Aspect.—For landmarks in the vicinity of the port, see the

River Elbe (paragraph 9.3).

9.4 Depths—Limitations.—The main fairway has a projected

dredged depth of 14.7m as far as the port. For details of

maximum drafts (fresh water) for tide-dependent vessels transiting the river, see Depths—Limitations for the River Elbe in

paragraph 9.3.

9.4 The harbor consists of several tidal basins, a wet dock, and a

number of riverside quays. The main facilities are described

below.

9.4 Fahrhafen, a basin, and Seebarderbrucke, a riverside quay

300m long, are situated in the N part of the port and form a

passenger ferry terminal. Ro-ro vessels up to 180m in length

and 9m draft can be handled.
Sector 9. Germany and Denmark—The River Elbe to Hanstholm 205

Pub. 192

9.4 Steubenhoft, a riverside quay, is 400m long and has depths

of 14 to 14.5m alongside. It is mostly used by passenger

vessels.

9.4 Alter Fischereihafen, a tidal basin, has a depth of 5.5m and is

mostly used by fishing vessels. Vessels up to 80m in length,

18m beam, and 4.5m draft can enter.

9.4 Neuer Fischereihafen, a wet dock, has a depth of 9m. It is

entered through a lock, 190m long and 24m wide. This basin is

mostly used by fishing boats and support vessels.

9.4 Amerikahafen, a tidal basin, is mostly used by general cargo

and bulk vessels. Lentzkai, a quay located at the W side,

provides 430m of berthage, with a depth of 7m alongside.

Humberkai, a quay located at the E side, provides 110m of

berthage, with a depth of 7m alongside. A floating dock is

situated in the S part of this basin.

9.4 Europakai, a riverside quay with ro-ro ramps, provides 700m

of berthage, with depths of 12 to 15.8m alongside.

9.4 Vessels up to 350m in length and 14m draft can be accommodated in the port.

9.4 Anchorage.—The roadstead anchorage area, with depths of

5 to 10m, lies on the NE side of the fairway adjacent to the

port. It is marked by buoys and may best be seen on the chart.

The holding ground is reported to be poor during gales,

especially when a strong tidal current is running.

9.4 Caution.—The tidal currents in the vicinity of the port are

very strong and set across the entrances of the basins.

9.5 Altenbruch (53°50'N., 8°46'E.), a small town, stands

on the S side of the river, 3 miles above Cuxhaven. It can be

easily identified by a prominent church with a double spire.

The harbor basin, used only by small craft, lies at the mouth of

Die Braake. It provides access, via a lock, to a shallow canal

which leads to the town, 1 mile S.

9.5 Otterndorf (53°49'N., 8°54'E.), another small town with a

prominent church, stands on the S side of the river, 4.5 miles

above Altenbruch. The Medem River and the Hadelner Kanal

enter the Elbe through a common waterway which leads to the

town, 1 mile inland.

9.5 Die Oste (53°51'N., 8°59'E.) is entered on the S side of the

Elbe, about 11 miles above Cuxhaven. This narrow river is

navigable by small coasters as far as Bremervorde, about 40

miles SE. The water level is controlled by a flood barrage, with

a navigable width of 22m, situated 2.5 miles above the

entrance. The fairway has a depth of 4m as far as Osten

(53°42'N., 9°11'E.) and 2.2m as far as Bremervorde. 

9.6 Brunsbuttel (53°54'N., 9°09'E.) (World Port Index

No. 30710), a small town, stands on the N side of the Elbe, at

the W entrance of the Nord Ostsee Kanal. The port consists of

an outer harbor, with riverside berths, and an inner harbor, situated within the first section of the canal.

9.6 Tides—Currents.—The tides rise about 3.1m at springs and

2.7m at neaps.

9.6 Depths—Limitations.—The main fairway has a projected

dredged depth of 14.4m as far as the port.

9.6 Elbehaven Brunsbuttel, a riverside quay, is situated in the

outer harbor, 1.2 miles E of the canal entrance. It provides

about 1,100m of berthage, with dredged depths of 14.7 to

16.1m alongside. This quay has facilities for general cargo,

container, bulk, LPG, and tanker vessels.

9.6 Vessels up to 220m in length and 12m draft, except laden gas

tankers, can reach and depart from this quay at any state of the

tide. Tide-dependent vessels up to 350m in length and 55m

beam can be accommodated alongside the quay, with fresh

water drafts up to 14.5m (tankers 13.8m).

9.6 Brunsbuttel Binnenhaven, the inner harbor, is situated in the

widened part of the canal and extends up to about 2.5 miles

above the entrance locks. The fairway in this part of the canal

is dredged to a depth of 12m.

9.6 Several quays, a number of dolphin berths, and two basins

are situated along the sides of the canal within the inner harbor

and have depths up to 12m alongside. They provide facilities

for tanker, gas, chemical, and bulk vessels.

9.6 Vessels are limited to a maximum length of 235m due to the

restrictions of the canal locks (see paragraph 9.7). Vessels up to

10.4m draft can enter the inner harbor, via the lock, on a sliding

scale depending on their beam. Vessels up to 27m beam can be

handled with drafts up to 10.4m; vessels up to 29m beam can

be handled with drafts up to 9.5m; and vessels up to 32.5m

beam, the maximum permitted, can be handled with drafts up

to 8m.

9.6 An overhead cable, with a vertical clearance of 40m, spans

the inner harbor, 1.5 miles above the lock.

9.6 Aspect.—Brunsbuttel radar tower, 36m high with a wide

cylindrical top, stands at the entrance to the locks and is conspicuous.

9.6 Two prominent chimneys, 70m and 103m high, stand at a

power station on the N side of the river, 2 miles E of the enBrunsbuttel (canalside berths)

Brunsbuttel (Ostermoor Basin)
206 Sector 9. Germany and Denmark—The River Elbe to Hanstholm 

Pub. 192

trance to the locks. A conspicuous chimney, 178m high, stands,

1.3 miles N of the power station.

9.6 Regulations.—An approach area, the limits of which are

shown on the chart, lies on the river side of the entrance to the

locks and is marked by buoys. Passage through this area is

generally restricted to vessels entering or leaving the canal or

inner harbor. However, with prior permission, vessels over

160m in length berthing at Elbehaven Brunsbuttel or anchoring

in Nordwest Reede during the flood tide may enter.

9.6 Anchorage.—An extensive anchorage area, for vessels

waiting to enter the Nord Ostee Kanal, extends along the N

side of the river fairway, on both sides of the entrance to the

locks. This roadstead consists of four sections. Neufeld Reede

West, Neufeld Reede Oste, and Nordwest Reede are situated W

of the canal entrance and Nordostreede is situated E of it. 

9.6 Sudreede, a narrow anchorage area, extends along the S side

of the main river fairway, close E of the canal entrance. It may

only be used by vessels less than 120m in length.

9.6 The limits of the above anchorage areas are marked by buoys

and may best be seen on the chart.

Nord Ostsee Kanal (Kiel Canal)

(53°53'N., 9°08'E.)

9.7 The Nord Ostsee Kanal, also known as the Kiel

Canal, is a connecting waterway between the North Sea and the

Baltic Sea. The North Sea terminal is at Brunsbuttel and the

Baltic Sea terminal is at Holtenau, on Kieler Forde. The canal,

which has been widened and deepened, was originally opened

to regular traffic in 1895.

9.7 The canal is 53 nautical miles long and has a least depth of

11m. It has a surface width between 103m and 162m and a

bottom width between 44m and 90m.

9.7 The latest information concerning the canal is now available

on the Internet, as follows:

Ice

9.7 Ice does not appear in the canal before Christmas each year

and generally begins to form at the beginning of January.

Under normal conditions, ice obstruction lasts only from 4 to 6

weeks; however, during severe winters, the ice may remain

until the beginning of April. The continuous operation of icebreakers and the passage of high-powered vessels normally

keeps the canal clear enough for transit.

Depths—Limitations

9.7 Canal Locks.—Sets of double canal locks are situated at

Brunsbuttel and at Holtenau, near the port of Kiel.

9.7 At Brunsbuttel, there are two sets of double locks. At

present, only the new locks are being used as they are considerably larger than the old ones. The double locks lie parallel

to each other, and normally one is used for entering the canal

and the other for leaving it.

9.7 The new locks have a usable length of 310m and a usable

width of 42m. They have sliding gates and each lock is subdivided into two chambers. The depth on the sills is 14m below

the mean water level of the canal which corresponds to a river

depth of 12.5m. Vessels up to 10.4m draft can use the lock.

9.7 The old locks at Brunsbuttel have a usable length of 125m

and a width of 22m. Vessels up to 6m draft can use this lock.

9.7 An approach area, the limits of which may be seen on the

chart, lies on the river side of the entrance to the locks. Passage

through this area is generally restricted to vessels entering or

leaving the canal or inner harbor.

9.7 Canal Transit.—The maximum permitted draft for transit

of the canal is 9.5m. Vessels with drafts up to 10.4m may enter

the canal in order to berth at the inner harbor of Brunsbuttel

(see paragraph 9.6).

9.7 The canal, which operates 24 hours, can accommodate

vessels up to a maximum of 235m in length and 32.5m beam

with drafts in proportion up to the maximum permitted. For

example:

1. The maximum draft of 9.5m applies to all vessels up

to 160m in length.

2. Vessels 160m in length, with a beam of 20 to 27m, are

allowed a maximum draft of 9.5m.

3. Vessels 160m in length, with a beam of 32.5m, are

allowed a draft up to 8.9m.

Kiel Canal Home Page

http://www.keil-canal.org

Canal entrance at Brunsbuttel

Nord Ostsee Kanal (Kiel Canal)
Pub. 192
208 Sector 9. Germany and Denmark—The River Elbe to Hanstholm 

Pub. 192

4. Vessels 190m in length, with a beam of 24m, are

allowed a draft up to 9.1m.

5. Vessels 190m in length, with a beam of 32.5m, are

allowed a draft up to 8m.

6. Vessels 210m in length, with a beam of 24m, are

allowed a draft up to 8.5m.

7. Vessels 210m in length, with a beam of 32.5m, are

allowed a draft up to 7.4m.

8. Vessels 235m in length, with a beam of 20m, are

allowed a draft up to 8.3m.

9. Vessels 235m in length, with a beam of 27m, are

allowed a draft up to 7.4m.

10. Vessels 235m in length, with a beam of 32.5m, are

allowed a draft up to 7m.

9.7 Several bridges and overhead cables, with least vertical

clearances of 40m, span the canal.

9.7 The average time of transit usually requires from 8 to 10

hours, which includes passing through the locks at both ends of

the canal.

9.7 Vessels of 14,000 grt and less are limited to a speed of 8

knots. Vessels over 14,000 grt or 8.5m draft are limited to a

speed of 6.5 knots.

9.7 Kilometer markers, standing on the banks of the canal, begin

with zero (00) at the entrance of Brunsbuttel.

9.7 The distance in miles saved by using the canal in preference

to navigating around Skagen and through the Skagerrak is, as

follows:

1. From Hamburg to Kobenhavn—255 miles via canal

and 512 miles via Skagerrak—257 miles saved.

2. From Hamburg to Gdansk—437 miles via canal and

777 miles via Skagerrak—340 miles saved.

3. From Dover to Kobenhavn—572 miles via canal and

679 miles via Skagerrak—107 miles saved.

4. From Dover to Gdansk—754 miles via canal and 944

miles via Skagerrak—190 miles saved.

5. From Antwerp to Gdansk—758 miles via canal and

946 miles via Skagerrak—188 miles saved.

6. From Southampton to Helsinki—1,175 miles via

canal and 1,338 miles via Skagerrak—163 miles saved.

Pilotage

9.7 Pilotage in the canal is compulsory for the following vessels:

1. Tankers over 60m in length, or 10m beam, or 3.1m

draft carrying gas/chemicals/petroleum/petroleum products

in bulk, or unloaded tankers, if not cleaned, degassed, or

completely inerted after carrying petroleum/petroleum

products with a flashpoint below 35°C.

2. Other vessels or composite units over 45m in length,

9.5m beam, and 3.1m draft or 55m in length, 8.5m beam,

and 3.1m draft.

3. Tows over 65m in length, 10m beam, or 3.1m draft. 

9.7 Vessels bound for the Nord Ostee Kanal entering from the

River Elbe should send a request for pilots at least 2 hours

before reaching the entrance, or immediately upon departure

from nearby ports or berths if the voyage is less than 2 hours.

Pilots board in the river close SW of the entrance to the locks.

9.7 Vessels over 100m in length, 15.5m beam, and 6.1m draft or

115m in length, 14m beam, and 6.1m draft must embark a

certified helmsman for the canal transit. For vessels carrying

certain dangerous goods, the summer draft applies, if this is

larger than the actual draft. Vessels over 100m in length with a

beam of 19m or more, or over 120m in length with a beam of

17m or more, or with a draft over 7m must employ two

helmsmen. Requests for helmsmen should be sent to the Canal

Helmsman Service at least 2 hours in advance through Kiel

Canal Pilot on VHF channel 9 or VTS Center Kiel Canal on

VHF channel 13. Requests may also be made 2 hours in

advance through Holtenau Pilot on VHF channel 12 or through

Kiel Pilot on VHF channel 14.

Regulations

9.7 See Vessel Traffic Service (paragraph 9.3) for details of the

VTS system operating in the River Elbe.

9.7 Vessel Traffic Service Kiel Canal West (VTS Kiel Canal

West) has been established in the canal and its approaches.

9.7 The requirements for VTS Kiel Canal East/Kieler Forde are

described in Pub. 194, Sailing Directions (Enroute) Baltic Sea

(Southern Part) (Sector 3).

9.7 Participation in VTS Kiel Canal West is mandatory for all

vessels, including pushed or towed composite units. Yachts

less than 15m in length are excluded.

9.7 Vessels entering the VTS area of VTS Kiel Canal West must

maintain a continuous listening watch on the appropriate VHF

channels, as follows:

1. Brunsbuttel Locks approach and outer harbors (inbound only)—Kiel Canal Station 1—VHF channel 13.

2. Brunsbuttel Locks approach and outer harbors (outbound only)—Brunsbuttel Elbe Traffic—VHF channel 68.

3. Brunsbuttel Locks—Kiel Canal Station 1—VHF

channel 13.

4. Canal area from Brunsbuttel to Breiholz—Keil Canal

Station 2—VHF channel 2.

9.7 A Sailing Plan (SP) must be sent, as follows:

1. In the locks, using the form available in the locks.

2. Before leaving a harbor or berth within the VTS area

of Kiel Canal West to VTS Center Kiel Canal 2 on VHF

channel 2.

9.7 A Deviation Report (DR) must be sent in case of amendments to the SP (e.g., when interrupting or commencing canal

transit without instruction by the VTS Center) to VTS Center

Kiel Canal 2 on VHF channel 2.

9.7 An Incident Report (IR) must be sent as necessary to VTS

Center Kiel Canal 2 on VHF channel 2.

Nord Ostsee Kanal (Kiel Canal)
Sector 9. Germany and Denmark—The River Elbe to Hanstholm 209

Pub. 192

9.7 The format for the SP and the DR can be found under Vessel

Traffic Service (Approach Routes to the German Bight) in paragraph 8.5.

9.7 Information relevant to the safe passage of vessels through

the VTS area is broadcast as follows and on demand:

1. VTS Center Kiel Canal 2—every H+15 and H+45 on

VHF channel 2, in German (on request, in English).

2. VTS Center Kiel Canal 3—every H+20 and H+50 on

VHF channel 3, in German (on request, in English).

3. VTS Center Kiel Traffic—during severe icing in

Kieler Forde, according to the situation, on VHF channel 22.

9.7 These broadcasts include general fairway and traffic situations; local storm warnings and weather messages; visibility

and ice reports; casualties; and dredging operations.

9.7 It is reported (2006) that vessels transiting the canal must

have operational AIS equipment on board. The position data of

all vessels in the canal, except pleasure craft, will be recorded

by the VTS system via AIS. In exceptional cases or emergencies, such as system failure, mobile AIS equipment may be

leased from the authorities at the entry locks. 

Signals

9.7 For the purposes of the Canal Traffic Regulation, vessels

transiting are considered to belong to one of six traffic groups,

depending on their size and potential hazard. Vessels must

display the appropriate lights and shapes for their group. The

canal pilots will explain the detailed regulations and the

signals, flags, or lights required to be shown.

9.7 Entry into the approach area is controlled by light signals

displayed from a mast on the lock island separating the two

locks.

9.7 Entry into the canal is controlled by light signals displayed at

the inner and outer ends of the central wall of each pair of

locks.

9.7 Signs are installed at locations in the canal displaying the

mandatory minimum clearance (in meters) to be observed

when passing them. 

Caution

9.7 Ferries cross the canal at several points. Some are chain

ferries and some are free navigating ferries. At night, ferries

display an isophase yellow light at the masthead and on each

side of their bow and stern.

9.7 Several submarine pipelines and cables cross the canal and

may best be seen on the chart.

9.8 There are numerous small wharves and loading places

situated along the length of the canal. Several locations,

usually at the widest places of the canal, are designated as

passing sites or sidings. Some of them are at curves in the

channel and most of them are equipped with dolphins for

vessels desiring to moor alongside. These passing sites,

situated about 2.5 to 7 miles apart, are about 600 to 1,400m

long and have beds about 135 to 165m wide. Four of these sites

are equipped with turning spaces which have bottom diameters

of about 300m. The traffic control stations at Brunsbuttel and

Holtenau issue the necessary instructions for vessels using

these passing sites.

9.8 The Gieselau Kanal branches from the Nord Ostsee Kanal

abreast Oldenbuttel (54°10'N., 9°27'E.) and extends N for 1.5

miles to the Eider River. It can be entered by vessels up to 65m

in length and 9m beam. A lock, situated 0.7 mile N of the

entrance, can handle vessels with drafts up to 2.7m.

9.8 The canal between Rendsburg and Holtenau, a distance of 17

miles, has two fairly sharp curves. One is situated in the vicinity of Levensau Wharf and the other at Knoop, between Km

90 and Km 95. These curves have a radius of curvature of

about 1,800 and 1,870m, respectively.

9.8 Rader Island, small in extent, lies on the NW side of the

canal between Km 67 and Km 70. A small loading pier is situated on the SE side of this island.

9.8 The Achterwehrer Schiffahrtskanal (54°20'N., 9°58'E.)

branches S from the Nord Ostsee Kanal, close E of Km 85. It

runs through a lock at Stohbruck to the cargo berths at Flemhude, 1 mile S, and at Achterwehr, 2 miles S. This canal is

navigable only during daytime by vessels up to 35m in length,

7.5m beam, and 2m draft. A power cable, with a vertical clearance of 21m, spans the canal in two locations.

9.8 At Kiel Holtenau, there are two sets of double locks

providing access to Kieler Forde. The larger locks have a usable length of 310m and usable width of 40m. An inner harbor

here is situated within the canal and provides oil and bunkering

berths with depths up to 11m alongside.

9.9 Rendsburg (54°18'N., 9°41'E.) (World Port Index

No. 30730), a city of moderate size, stands on the N bank of

the Nord Ostsee Kanal near Km 63. Because of its location in

the heart of Schleswig Holstein, the city is an important

commercial center. Several industrial plants and a number of

shipyards are situated here.

9.9 Kreishafen, on the N side of the canal, has a quay, 750m

long, with depths of 7 to 9.5m alongside. Vessels up to 165m in

length can be accommodated alongside.

9.9 The Obereider branches from the canal abreast of Audorfer,

close N of Km 65. It extends W for 1.7 miles and is entered

through The Enge, a narrow passage. The entire channel has a

depth of 4.5m and forms part of the port of Rendsburg. An

overhead power cable, with a vertical clearance of 38m, spans

the entrance to this channel. There are several private quays,

with depths of 4 to 7.7m alongside, and vessels up to 125m in

length can be handled. In addition, there are several dry docks

at the shipyards, the largest being 193.7m long. Vessels up to

30,000 dwt, 29.5m beam, and 6.4m draft can be accommodated for repairs.

The River Elbe (continued)

9.10 The River Elbe, from Brunsbuttel to Hamburg, follows a winding course between several shoals, flats, and islands. Secondary channels lead between the larger islands and

drying sands and the river bank. Both sides of the river are

heavily populated and there are numerous landing places, small

harbor basins, and marinas. Dikes protect the lowlands on both

sides of the river and groins and stone embankments protect

the banks from the strong currents in the river.

9.10 A number of tributaries, which lead to small wharves mostly

used by coasters, discharge into the River Elbe. The most important are Die Stor, which leads to Wewelsfleth and Itzehoe;
210 Sector 9. Germany and Denmark—The River Elbe to Hanstholm 

Pub. 192

Die Krukau, which leads to Elmshorn; Die Pinnau, which leads

to Utersen; Die Schwinge, which leads to Stade; and Die Luhe,

which leads to Grunendeich.

9.10 A conspicuous nuclear power station stands on the E bank of

the river at Brokdorf (53°51'N., 9°20'E.), about 7 miles above

Brunsbuttel.

9.10 Die Stor (53°49'N., 9°24'E.) flows into the River Elbe about

2 miles SE of Brokdorf. The depths in this river are controlled

by a flood barrag e, situated close within the entrance, which is

closed when the water level rises to 1m above MHW. The

barrage has two openings, each with a navigable width of 22m,

which are spanned by a bascule bridge. The river has a depth of

5.5m as far as Wewelsfleth, 1 mile above the barrage, where

there is a shipyard and two dry docks. The largest dry dock can

handle vessels up to 18,000 dwt, 132m in length, 22m beam,

and 5m draft.

9.10 Itzehoe, located 14 miles above the barrage, provides 450m

of quayage along the N bank of the river. A depth of 5m is

maintained at HW as far as this harbor and vessels up to 82m in

length, 12m beam, and 3.8m draft can be accommodated.

To the S of the entrance to the Stor, 3 miles above Brokdorf,

the main fairway winds SSE and leads between the drying

bank of Brammerbank, on the W side of the river, and the

island of Rhinplatte, on the E side.

9.10 Rhinplatte (53°47'N., 9°24'E.), which fronts the small port of

Gluckstadtin, is narrow, long, and very low. Most of the island

is foul with weeds and its central part is only just visible at

HW. Lights are shown at the N and S extremities of the island.

9.11 Gluckstadt (53°47'N., 9°25'E.) (World Port Index

No. 30760) stands on the E side of the river, 11 miles above

Brundsbuttel. The town is fronted by a small harbor consisting

of an outer tidal basin and an inner wet basin. A church and a

water tower stand in the town and are prominent.

9.11 Tides—Currents.—Off the entrance, the tide rises 2.7m at

springs and 2.4m at neaps.

9.11 Depths—Limitations.—The harbor can be approached

through Gluckstadt Nebenelbe, a channel leading E of Rhinplatte Island. This buoyed channel can be entered at the N or S

ends, which have least depths of about 3.7m and 3m, respectively.

9.11 The outer harbor basin, which is entered between two moles,

is 90m wide. It provides 460m of berthage on the N side and

200m of berthage on the S side, with a projected depth of 5.8m

at HW. The inner wet dock basin is accessible only at HW

through a gate passage, 12.8m wide. It is 600m long, 55m

wide, and has depths of 3 to 5m. The harbor is used by fishing

vessels, ferries, coasters, and yachts. Vessels up to 5,000 dwt,

140m in length, and 5.2m draft can be handled.

9.11 Caution.—The harbor basins and approach channel are subject to heavy silting.

9.12 The river channel between Gluckstadt and Butzfleth,

9 miles upriver, narrows and the main fairway passes between

Schwarztonnen Sand (53°43'N., 9°27'E.), on the W side, and

Pagensand (53°42'N., 9°31'E.), on the E side. Pagensander

Nebenelbe, a shallow and narrow channel, passes between

Pagensand and the mainland to the E. It is marked by buoys

and provides access to the Kruckau and Pinnau rivers.

9.12 The Kruckau River flows into the NE end of Pagensander

Nebenelbe and is navigable by small craft as far as Elmshorn, 5

miles above its mouth.

9.12 The Pinnau River flows into the SE end of Pagensander

Nebenelbe and is navigable by small craft as far as Utersen, 5

miles above the mouth, and Pinneberg, 10 miles above the

mouth.

9.12 The Schwinge River flows into the W side of the Elbe at

Stadersand (53°38'N., 9°32'E.), 2 miles above the S end of

Pagensand, and is used by coasters. It has projected depths at

HW of 5.5m at Stadersand and 3.3m at Stade, a town located

2.5 miles upstream. At Stadersand, the N side of the river

provides 700m of quayage. There is a quay, 150m long, located

along the W bank at Stade. A flood barrage, with a navigable

width of 16m, is situated close above Stadersand. Above the

barrage the river is spanned by several bascule bridges and a

power cable, with a vertical clearance of 21m. Vessels up to

100m in length and 5m draft can be handled at Stadersand, but

the river is subject to heavy silting and is not regularly dredged.

9.13 Butzfleth Terminal (53°39'N., 9°31'E.) is situated on

the W side of the Elbe, 1.3 miles SW of the S extremity of

Pagensand. It consists of a T-head jetty, about 500m long,

connected to the shore by a road bridge. The outer berths have

a dredged depth of 14.6m alongside and the inner berths have

depths of 7 to 10m alongside. There are facilities for bulk,

chemical, and gas vessels. Vessels up to 270m in length and

14m draft can be handled.

9.13 Stadersand Terminal (53°38'N., 9°32'E.) is situated on the

W side of the Elbe, close N of the mouth of the Schwinge

River, and consists of a tanker jetty, with a depth of 10m alongside. It is reported (2001) that this terminal is no longer in use.

9.13 A prominent nuclear power station (Stade) is situated about

0.5 mile S of the mouth of the Schwinge River.

9.13 Anchorage.—Freiburg Reede (53°51'N., 9°20'E.), with

depths up to 13m, lies on the W side of the fairway, opposite

Brokdorf, and is used mostly by oil and chemical tankers. This

anchorage provides shelter even in severe storms, but is located

close SE of a cable area.

9.13 Krautsand Reede (53°47'N., 9°23'E.), which provides good

anchorage, lies on the W side of the fairway, opposite Rhinplatte Island. The N part of this roadstead, which is known as

Wischafen Reede, is generally reserved for tankers and chemical vessels.

Gluckstadt
Sector 9. Germany and Denmark—The River Elbe to Hanstholm 211

Pub. 192

9.13 Grauerort Reede (53°40'N., 9°30'E.), which provides anchorage for gas and chemical tankers, lies on the W side of the

main fairway, 1.4 miles below Butzfleth Terminal.

9.13 Twielenfleth Reede (53°37'N., 9°33'E.), an anchorage area,

lies on the S side of the main fairway, about 1 mile above the

mouth of the Schwinge River.

9.13 The above anchorage areas are marked by buoys and their

limits may best be seen on the chart.

9.14 The River Elbe continues for 9 miles above Stadersand to the outer limit of the port of Hamburg at Tinsdal.

From Stadersand to the entrance of the Luhe River (53°34'N.,

9°38'E.), the main channel extends SE for 5 miles and passes

between the island of Luhesand (53°36'N., 9°36'E.), on the SW

side, and an extensive shallow flat fronting the shore, on the

NE side.

9.14 Several conspicuous masts, each about 200m high, stand in

the vicinity of the island of Luhesand and support overhead

cables which span the main river fairway. The cables have a

vertical clearance of 71.5m and give strong radar echoes. The

aluminum spheres suspended at intervals along these cables

generally cause additional smaller echoes on close approach.

9.14 From the mouth of the Luhe to Tinsdal (53°34'N., 9°44'E.),

the main channel extends E and passes close to the N bank of

the river. Numerous groins extend from both banks of the river

and extensive training walls line the S side of the channel.

9.14 Hamburger Jachhafen, an extensive marina is situated on the

N bank of the Elbe at Wedel (53°34'N., 9°41'E.), about 1.5

miles E of the mouth of the Luhe River. A prominent radar

mast, 55m high, stands at the SW side of this marina.

9.14 At Willkomm Hoft, situated about 0.8 mile E of the marina,

arriving and departing ocean-going vessels are generally

greeted during daylight hours by the raising of their national

flag.

9.14 Wedel power station, with two conspicuous chimneys, stands

about 1.7 miles E of the marina and is fronted by a coal quay.

The quay is 320m long and has a depth of 11.7m alongside.

9.14 Hahnofer Nebenelbe (53°33'N., 9°44'E.), a secondary channel, branches SE from the main fairway, 0.7 mile SW of Wedel

marina. This shallow channel leads S of the islands of Hanskalbsand, Nessand, and Schweinsand and connects with

Muhlenberger Loch. A radar station stands on the N side of

Nessand.

9.14 Muhlenberger Loch (53°33'N., 9°48'E.), a small bight, indents the S side of the river and mostly dries. A channel leads S

through this bight from the main river fairway to the mouth of

the Die Este (53°32'N., 9°47'E.).

9.14 Die Este, a narrow and tortuous river, is navigable by

coasters as far as Buxtehude, 7 miles above the entrance. An

outer flood barrage is situated at the river mouth. It has a

navigable width of 22m and is spanned by a bascule bridge. An

inner flood barrage, with a navigable width of 13.5m, is situated 0.6 mile above the mouth. The river has depths of 4.5m at

the mouth and 3.3m as far as Buxtehude.

9.14 A shipyard and repair facility, with a number of floating

docks, is situated close above the outer flood barrage. The

largest dock can handle vessels up to 160m in length, 22m

beam, and 6m draft.

9.14 Tinsdal (53°34'N., 9°44'E.), the site of an oil refinery, is

located close E of Wedel power station and forms the westernmost limit of the port of Hamburg.

9.14 Blankenese (53°34'N., 9°49'E.), a popular resort, stands on

the N bank of the Elbe, 2.5 miles E of Tinsdal, and is fronted

by a ferry landing stage and two marinas.

Hamburg (53°33'N., 9°56'E.)

World Port Index No. 30780

9.15 The port of Hamburg, the largest in Germany, is situated 78 miles above the mouth of the Elbe. It serves an extensive industrial area, handles all types of cargo, and is connected to the vast inland waterway system.

9.15 Tides—Currents.—In the Norder Elbe at St. Pauli, the tide

rises 3.6m at springs and 3.2m at neaps. At Harburg, in the

Suder Elbe, the tide rises about 0.1m greater. The tides generally affect the water level as far as 19 miles above the bridges on

the Norder Elbe.

9.15 At Hamburg, the flood current reaches its maximum rate

within 30 minutes and maintains this rate for about 3 hours.

The ebb current, acting in a similar manner, attains its maximum rate after about 1 hour and maintains this rate for about 5

hours 30 minutes. The maximum rates under normal conditions is 2 knots in both directions.

9.15 Weak and variable local currents may be encountered in

some of the dock basins.

9.15 Ice.—Even during severe winters, ice is kept moving by the

heavy shipping traffic so that the harbor is always kept open. It

Hamburg
212 Sector 9. Germany and Denmark—The River Elbe to Hanstholm 

Pub. 192

may cause some difficulties in the slightly frequented basins

and channels.

9.15 The earliest ice appears about the middle of December,

although it has been observed as early as the first week of

November. Ice may disappear as early as the last day of

January or remain as late as the beginning of March. During

severe winters, it has still been observed as late as the latter

part of March.

9.15 Depths—Limitations.—The port is comprised of the combined areas of Hamburg, Altona, and Harburg-Wilhelmsburg

harbors and consists of 35 main basins for ocean-going vessels,

with depths up to 17m alongside, and 21 basins for inland

waterway craft. These basins provide about 23 miles of berthage alongside quays and 13 miles of berthage alongside

dolphins. The harbor area extends for 14 miles in an E/W direction and 5 miles in a N/S direction. It can accommodate

over 430 ocean-going vessels at the same time.

9.15 The River Elbe between Tinsdal and Altona (53°33'N.,

9°56'E.) is known as the Unterelbe. At Altona, the river divides

into two branches. The Norder Elbe, the N branch, leads E for

about 3.5 miles to the center of Hamburg where it is spanned

by two fixed bridges. The Suder Elbe, the S branch, leads S and

then E, passing between the districts of Harburg and Wilhelmsburg. The two branches reunite at Buntshaus, about 5

miles above the fixed bridges on the Norder Elbe, thereby

forming an island. Above Buntshaus, the river is known as the

Oberelbe. An extensive complex of dock basins is situated on

the island formed between these two branches.

9.15 The dock basins are grouped into several well-defined harbor

areas. The principal basins, including all those for ocean-going

vessels, are tidal and easily accessible from the Unterelbe and

the two branches of the river. The basins for the inland waterway traffic are either accessible from the river or are interconnected by a system of gate locks and canals.

9.15 Reiherstieg (53°29'N., 9°59'E.), a canal, passes through the

complex of dock basins situated along the above-mentioned

island. It has depths of 4 to 6m and provides access from the

Norder Elbe to the Suder Elbe. Both branches of the River Elbe

are navigable by ocean-going vessels.

9.15 Three pricipal bridges are situated in the port area. Kohlbrand Hochbrucke (53°31.3'N., 9°56.4.'E.), a fixed road bridge,

spans the Suderelbe and has a vertical clearance of 51m.

Kattwyk Hubbrucke (53°29.7'N., 9°57.2'E.), a lift bridge,

spans the Suderelbe and has a navigable width of 100m, with a

vertical clearance of 51m. Rethe Hubbrucke (53°30.3'N.,

9°58.1'E.), a lift bridge, spans the W entrance to Reiherstieg

and has a navigable width of 42m, with a vertical clearance of

51m.

9.15 Several overhead cables span the channels and basins within

the port area and may best be seen on the chart. Generally, their

vertical clearances are greater than the above bridges and are

not controlling factors.

9.15 With the exception of an inner basin at Harburg, all of the

basins are tidal and open to the river, thereby permitting entry

and exit at all times. Extensive cargo facilities are available

including floating cranes up to 400 tons capacity, floating grain

elevators, and floating coal elevators. Tanker, ro-ro, chemical,

bulk, container, general cargo, passenger, LASH, reefer, ferry,

and fishing vessels can be handled. In addition, the harbor provides facilities for repair and shipbuilding services; several dry

docks and floating docks are situated within the port. The

largest dry dock is 351m long and 59m wide. It can handle vessels up to 320,000 dwt, 350m in length, 54m beam, and 9.5m

draft.

9.15 The main river fairway has a projected dredged depth of

14.4m as far as the port. Inbound tide-dependent vessels

transiting the river at HW are generally limited to a maximum

length of 360m or a maximum FW draft of 15.1m. Outbound

vessels are limited to a maximum fresh water draft of 13.7m.

9.15 See Depths—Limitations in the River Elbe, in paragraph 9.3,

for maximum size limits pertaining to tide-dependent vessels.

9.15 Generally, the river passage takes between 5 hours and 7

hours 30 minutes, depending on the size of vessel. Vessels over

10m draft should arrange to arrive at Seemannshoft (53°32'N.,

9°53'E.) about 1 hour prior to HW at the port.

9.15 Deep-draft vessels normally begin discharging immediately

on arrival so as to remain afloat through the following LW

period. However, the bottom throughout the port consists of

soft mud and sand so significant damage is unlikely due to

touching the ground.

9.15 Vessels with a beam up to 32.3m (Panamax) can reach the

port independent of the tide with fresh water drafts up to

12.8m. Container vessels with a beam over 32.3m are limited

to a maximum fresh water draft of 12.7m. Vessels up to

100,000 dwt, fully laden, and 250,000 dwt, partly laden, can be

accommodated within the port.

9.15 See Regulations (paragraph 9.3) for limits pertaining to Extraordinary Large Vessels.

The principal groups of dock basins and quays are identified,

as follows:

1. The Hamburg-Finkenwerder area is situated at the W

end of the port, S of the main fairway. It includes the following main facilities:

a. Kohlfleethafen, which has a depth of 12m and provides oil berths at a central jetty.

Hamburg
Sector 9. Germany and Denmark—The River Elbe to Hanstholm 213

Pub. 192

b. Kohlfleet, which has depths of 5 to 12m and is used

by general cargo and fishing vessels.

c. Dradenauhafen, which has depths of 5.4 to 14.4m

and provides ore and timber berths.

d. Finkenwerder Vorhafen, which has depths of 9 to

11m and provides ro-ro berths.

e. A riverside waiting berth, situated on the S side of

the main fairway, is formed by dolphins and has a dredged

depth of 15.5m.

2. The Hamburg-Waltershof area is situated W of the

Suder Elbe and S of the main fairway. It includes the

following main facilities:

a. Petroleumhafen, which has depths up to 11.9m and

provides oil berths.

b. Waltershofer Hafen, which has depths of 9.8 to

16.5m and provides extensive container berths.

c. Griesenwerder Hafen, which has depths up to 10m

and provides general cargo and ro-ro berths.

d. Athabaskai, a riverside quay, which provides ro-ro

ferry and container berths and has a depth of 13.4m alongside.

3. The Hamburg-Neuhof-Kattwiek-Hoheschaar area is

situated adjacent to the N part of the Suder Elbe. It includes

the following main facilities:

a. Hansaport (Sanauhafen), which has depths up to

17m and provides ore and bulk berths.

b. Neuhoferhafen, which has depths up to 12.5m and

provides oil berths.

c. Rethe (Reiherstieghafen), which has depths of 10 to

13.5m and provides general cargo, oil, grain, and bulk

berths.

d. Blumensandhafen, which has a depth of 13m and

provides oil berths.

e. Kattwykhafen, which has depths of 12 to 13.7m

and provides oil and auto-carrier berths.

4. The Hamburg-Harburg area is situated at the S side of

the inner part of the Suder Elbe. It includes the following

main facilities:

a. Seehafen I, which has depths of 7.4 to 9m and

provides general cargo and grain berths.

b. Seehafen II, which has depths of 7.4 to 11m and

provides coal berths.

c. Seehafen III, which has depths of 9 to 10.4m and

provides liquid bulk berths.

d. Seehafen IV, which has depths of 6.8 to 8.4m and

provides oil berths.

5. The Hamburg-Altona area is situated on the N side of

the Norder Elbe, at the W end. It includes the following main

facilities:

a. Fischereihafen, which has depths of 3.6 to 6.4m and

provides berths for fishing vessels.

b. Engelhardtkai, a riverside quay, which has a depth

of 8m and provides ferry and cruise passenger berths.

6. The Hamburg-Kuhwerder-Ross-Steinwerder area is

situated on the S side of the Norder Elbe, at the W end. It

includes the following main facilities:

a. Kohlenschiffhafen, which has depths of up to 7m at

the dolphins and provides coal and bulk berths.

b. Vorhafen, which has depths of 9.4 to 12.1m and

provides container berths.

c. Vulkanhafen, which has depths of 7.6 to 9.6m and

provides shipbuilding berths.

d. Rosshafen, which has depths of 7 to 10.1m and

provides general cargo and fitting-out berths.

e. Ellerholzhafen, which has depths up to 10.6m and

provides general cargo and container berths.

f. Oderhafen, which has depths of 2.4 to 11.6m and

provides general cargo and ro-ro berths.

g. Kaiser Wilhelm Hafen, which has depths of 9.4 to

12.1m and provides general cargo and container berths.

h. Kuhwerder Hafen, which has depths of 8.4 to 9.6m

and provides reefer and grain berths.

i. Werfthafen, which has depths of 6.6 to 12.6m and is

a shipyard basin.

7. The Hamburg-Kleiner-Grasbrook area is situated on

the S side of the Norder Elbe, at the E end. It includes the

following main facilities:

a. Segelschiffhafen, which has depths of 6.9 to 8.3m

and provides ro-ro and fruit berths.

b. Hansahafen, which has depths of 6.3 to 11.6m and

provides general cargo, fruit, and vehicle-carrier berths.

c. Indiahafen, which has depths of 8.4 to 9.6m and

provides general cargo berths.

d. Sudwesthafen, which has depths of 3.2 to 8.4m and

provides general cargo berths.

8. The Hamburg-Grosser-Grasbrook area is situated on

the N side of the Norder Elbe, at the E end. It includes the

following main facilities:

a. Baakenhafen, which has depths of 5.3 to 12m and

provides general cargo and paper product berths.

b. Sandtorhafen, which has depths up to 7.5m and

provides general cargo and ro-ro berths.

c. Grasbrookhafen, which has depths up to 4.8m and

provides general cargo and ro-ro berths.

d. Kirchenpauerkai, a riverside quay, which has

depths up to 12m and provides container berths.

e. St. Pauli Landing Stage, a riverside quay, which has

a depth of 8.1m and provides ro-ro ferry and passenger

berths.

f. Uberseebrucke, a riverside quay, which has a depth

of 9.6m and is used by large passenger ships.

Hamburg Container Terminal
214 Sector 9. Germany and Denmark—The River Elbe to Hanstholm 

Pub. 192

9.15 Signals.—Water level and tidal signals are shown from

windows in the prominent radar station building at Seemannshoft (53°32'N., 9°53'E.). Letters “E” or “F” denote the ebb or

the flood and two black digits indicate the height of tide in

meters and decimeters above chart datum. Red digits indicate a

height below chart datum.

9.15 A clock tower stands close N of the E end of St. Pauli Landing Stage Quay. Water level and tidal signals generally similar

to those shown at Seemannshoft are displayed from it.

9.15 Caution.—Tunnels pass under the River Elbe in the vicinity

of St. Pauli (53°32.6'N., 9°58.0'E.) and Maakenwerder Hoft

(53°32.4'N., 9°55.5'E.). Vessels may pass over these tunnels

only at slow speed and when there is sufficient water.

9.15 Passenger ferries operate between landing stages throughout

the port area. They are especially concentrated within the

Unterelbe in the vicinity of St. Pauli (53°33'N., 9°58'E.).

Helgoland

9.16 Helgoland (54°11'N., 7°53'E.), a resort island, is an

important landmark in the approach to the River Jade, the River

Weser, the River Elbe, and the River Eider. It lies about 25

miles W of the coast and consists of a mass of red limestone,

which rises steeply from the sea to a height of 60m. The E part

of the island consists of a low foreland extending from cliffs.

Dune, a low and sandy island, lies 0.5 mile E of Helgoland and

is the location of a small airfield. A prominent tower stands

near the center of this island.

9.16 Small harbor basins, mostly used by small craft and local

ferries, are situated on the SE and NE sides of Helgoland and

also at the W end of Dune. However, this latter harbor is now

closed to public traffic.

9.16 A light is shown from a conspicuous square radar tower, 34m

high, standing on the W cliffs of Helgoland; a prominent signal

station is situated close SE of it. Conspicuous radio masts stand

close SSE and 0.4 mile NW of the light. A church, with a

prominent spire, and the conspicuous chimney of a power station are situated close NE and 0.2 mile NNE, respecively, of

the light.

9.16 Lighted range beacons are situated near the center of the S

coast of Dune. They indicate the narrow approach channel

which leads between the shoals and reefs into Binnen Reede

Sud and the entrances to the harbor basins on Helgoland.

9.16 Langa Anna, a conspicuous detached stack, rises close W of

the NW extremity of Helgoland.

9.16 Numerous reefs and wrecks, which may best be seen on the

chart, front all the sides of the islands. Selle Brunn is the outer

end of a chain of reefs which extends up to about 3 miles NW

from Dune. Selle Brunn Knoll, with a depth of 6.7m, lies about

0.5 mile farther NW. Repulse Grund, with a least depth of

4.9m, lies about 1.3 miles NW of Helgoland and is the

outermost danger off this part of the island.

9.17 Steingrund (54°14'N., 8°03'E.), a rocky shoal, lies

about 5.5 miles NE of Dune and has a least depth of 8.7m. This

detached shoal, which is foul with explosives, is marked by a

lighted buoy moored about 1 mile E of it.

9.17 Tides—Currents.—The tides at Helgoland rise about 2.7m

at springs and 2.3m at neaps.

9.17 An ESE current starts to set past Helgoland at about 5 hours

30 minutes before local HW. It attains a maximum rate of 1 to

1.3 knots about 2 hours before HW. A WNW current starts to

Hamburg Bulk Terminal

Hamburg Oil Terminal

Helgoland Light
Sector 9. Germany and Denmark—The River Elbe to Hanstholm 215

Pub. 192

set past Helgoland at about 1 hour after local HW. It attains a

maximum rate of 1 to 1.3 knots about 4 hours after HW.

9.17 As the islands are approached, their effect on the tidal currents becomes noticeable, and up to about 4 miles from the islands, though the tidal currents set more or less the same as offshore, they are subject to considerable, but uncertain, changes.

9.17 Ice.—Ice may be encountered in the vicinity of Helgoland

between the early part of January and the early part of March.

It is not usually a hindrance to navigation.

9.17 Caution.—High speed ferries operate in the vicinity of Helgoland.

9.17 Extensive lobster beds and nature protection areas are

located near Helgoland and Dune. Most of the shore of the two

islands is fronted by restricted areas, which are marked by

buoys and may best be seen on the chart.

9.17 Ammunition dumping ground areas, which may best be seen

on the chart, lie about 2.5 miles S of Helgoland and 1 mile N of

Dune.

9.17 The approaches to the small harbors are encumbered with

extensive shoals and reefs, some marked by buoys, and local

knowledge is required. After gales, the positions of the buoys,

especially in the outer approaches, cannot be relied upon.

The River Elbe to Listertief

9.18 From the main entrance to the River Elbe, the coast

extends 65 miles N to Listertief (55°04'N., 8°24'E.). The

mainland shore consists largely of low-lying marsh land protected by dikes, and in a few places, sand dunes. Amrum

(54°38'N., 8°21'E.) and Sylt (55°44'N., 8°18'E.) are the outermost islands fronting this section of the coast.

9.18 The boundary between Germany and Denmark extends ESE

through Listertief, N of Sylt, SE through Hojer Dyb, and E of

Sylt. It then extends S and E across the shoals and drying flats

towards the shore.

9.18 Busum (55°08'N., 8°52'E.), Tonning (55°19'N., 8°57'E.), and

Husum (55°29'N., 9°03'E.) are the most important towns along

this section of the coast.

9.18 Ice.—The time of onset of ice and the duration are extremely

varied. The direction of the wind has a considerable influence

on ice conditions along the coast. Continuous W winds free the

approaches to the channels temporarily, but force the loose ice

into the inner parts of the channels. Continuous E winds cause

considerable ice flows. Ice forms rapidly over the flats at LW

and then, with a rising tide, the winds blow it into the channels.

It has been reported that, during severe winters, ice can stop the

coastal traffic.

9.18 Tides—Currents.—At Amrum Haven (54°38'N., 8°21'E.),

the tides rise about 2.9m at springs and 2.6m at neaps.

9.18 Generally, the currents from the North Sea set in SE and E

directions, with a rising tide at Helgoland and in the opposite

directions with a falling tide. 

9.18 At a position about 16 miles WSW of Amrum, the currents

set chiefly SE and NW. However, the current tends to turn

counterclockwise, more slowly when it is strong and more

rapidly when it is approaching the turn of the tide.

9.18 During spring tides, the incoming current sets in a SW

direction at a rate of 0.3 knot about 5 hours 30 minutes before

HW at Helgoland. It attains a maximum rate of 1.1 knots,

setting in a SE direction, about 2 hours 30 minutes before HW.

Shortly after HW, the outgoing current sets in a NE direction at

a rate of 0.3 knot. It attains a maximum rate of 1 knot, setting

in a NW direction, about 3 hours 30 minutes after HW at

Helgoland.

9.18 During neap tides, the incoming current sets in a SW

direction at a rate of less than 0.3 knot about 5 hours 30

minutes before HW at Helgoland. It attains a maximum rate of

0.8 knot, setting in an ESE direction, about 3 hours before HW.

About 30 minutes after HW, the outgoing current sets in a NE

direction at a rate of 0.3 knot. It attains a maximum rate of 0.8

knot, setting in a NW direction, about 4 hours after HW.

9.18 The water level along this part of the coast is influenced

considerably by the direction and force of the wind. Winds

from the W usually cause higher water levels and those from

the E usually cause lower water levels than those predicted in

the tide tables. In exceptional cases, the water level has been

reduced by as much as 2.5 to 3.5m.

9.18 Caution.—Three disused ammunition dumping ground

areas, the limits of which are shown on the chart, lie off Sylt.

They lie centered 5 miles WNW of the N end of Sylt, 15 miles

W of the N end of Sylt, and 3.5 miles WNW of the S end of

Sylt.

9.18 A prohibited area, the limits of which are shown on the chart,

lies centered about 18 miles WSW of the N end of Sylt and is

marked by a lighted buoy.

9.18 A submarine exercise area, the limits of which are marked on

the chart, lies centered 21 miles NW of Helgoland.

9.18 Several submarine cables extend seaward from this stretch of

coast and may be best seen on the chart.

9.18 Numerous wrecks, some dangerous, lie off this stretch of

coast and may be best seen on the chart; most off-lying

dangerous wrecks are marked by lighted buoys.

9.18 Many of the buoys, especially lighted buoys, moored in the

open sea along this part of the coast are liable to be out of position as a consequence of the action of the sea. Station buoys,

painted in a similar fashion, have therefore been moored near

them.

9.19 Off-lying dangers—Amrum Bank (54°38'N.,

8°00'E.), marked by lighted buoys, forms the outermost danger

in this area and consists of two detached patches which lie with

their outer edges 8 to 14 miles W of the island of Amrum. The

northernmost patch has a least depth of 9m; the southernmost

patch, lying 10.5 miles W of Amrum, has a least depth of 5m.

A channel, about 1 mile wide, leads between these two shoal

patches and has a least depth of 10m. Numerous wrecks and

foul patches lie within 5 miles of Amrum Bank, and several

wrecks and obstruction areas lie within 5 miles W of the island

of Sylt.

9.19 Drying flats and shoals extend seaward from this part of the

coast and numerous narrow and winding, though sometimes

deep, channels lead between them. The bars that front these

channels and the banks on either side of them vary considerably under the influence of wind and storms, especially with

strong W winds, so that the depths given on the charts are not

always reliable.

9.19 For the most part, these channels lead to places of no great

importance and traffic is confined to local coasters, fishing

boats, and pleasure craft.
216 Sector 9. Germany and Denmark—The River Elbe to Hanstholm 

Pub. 192

9.20 Norder Elbe (54°03'N., 8°25'E.), a narrow secondary

channel, leads ESE along the N sides of Grosser Vogelsand

(54°01'N., 8°27'E.) and Gelbsand (53°59'N., 8°39'E.) and

rounds the E edge of the latter shoal. Norderelbe Lighted Buoy

(5°03'N., 8°25'E.) is moored about 5.2 miles N of Scharhorn

and marks the outer entrance. This channel, which is buoyed,

joins Die Elbe about 5 miles NNW of Cuxhaven. It should only

be used by vessels with local knowledge and in good weather.

Entry should not be attempted during strong W winds as a

heavy surf and swell are raised in the fairway.

9.20 Neu Fahrwasser (54°02'N., 8°40'E.) initially branches ENE

from Norder Elbe, 7 miles above the entrance. This shallow

channel, which is buoyed, then passes N and E of Mittel Plate

and leads SE to Friedrichskoog.

9.20 Mittelplate A Platform (54°02'N., 8°44'E.), with two

lighted dolphins located close E, stands about 5 miles WNW of

Friedrichskoog and is prominent from seaward.

9.20 Friedrichskoog (54°00'N., 8°52'E.), a small drying harbor,

is situated about 0.5 mile within the entrance of a narrow

inland channel and close E of a flood barrage. It is mostly used

by fishing vessels. Vessels up to 25m in length, 8.2m beam,

and 2m draft can be accommodated.

9.20 Trischen (54°04'N., 8°41'E.), a low island, is situated 2

miles NW of the Mittelplate A Platform on the outer end of

Marner Plate, an extensive drying flat. A conspicuous tower

stands near its center.

9.20 Trischendamm (54°02'N., 8°49'E.), a causeway, extends

about 1.2 miles W from the NW end of the Dieksand Peninsula, 2 miles NNW of Friedrichskoog.

9.21 Suderpiep (54°06'N., 8°26'E.), a narrow channel,

leads E through the extensive drying flats fronting the coast. It

is buoyed and has a least depth of 5m. Suderpiep Lighted Buoy

(54°02'N., 8°49'E.) is moored about 11 miles NE of Elbe

Lighted Buoy and marks the outer entrance, which has no bar.

The channel passes S of Tertius Sand (54°08'N., 8°40'E.), on

which stands a conspicuous beacon mast, and leads 19 miles to

Busum.

Norderpiep (54°11'N., 8°28'E.), a secondary channel, leads

ESE and SE to join Suderpiep. It is entered about 6.5 miles NE

of Suderpiep Lighted Buoy and passes N of Tertius Sand. The

fairway, which is obstructed by a wide bar, is marked by unlit

buoys and has least depths of 3 to 4m. During W gales, the sea

breaks on the bar.

9.21 Several beacons stand on the sandbanks fronting the coast in

this vicinity and provide the only marks visible from seaward.

However, they are of no navigational value except in clear

weather. Closer in, the landmarks at Busum can be identified.

Local knowledge is advised for navigating both Norderpiep

and Suderpeip.

Busum (54°08'N., 8°52'E.), standing on the N side of Meldorfer Bucht, provides one of the most accessible small ports

located along this section of coast. The port, lying 19 miles

above the entrance to Suderpiep, consists of an outer harbor,

protected by two moles, and an inner harbor, protected by a

flood barrage. The tide rises about 3.6m at springs and 3.2m at

neaps.

The entrance channel is 21.5m wide and is indicated by a

lighted range. The outer harbor, which has two ro-ro berths, is

dredged to a depth of 3.7m, but is subject to silting. The flood

barrage is closed when the tide reaches 0.3m above MHW. A

lock in the barrage enables vessels up to 30m in length to enter

the inner harbor while it is closed.

The inner harbor consists of four tidal basins, two of which

can be used by commercial vessels. Basin II, 420m long and

50m wide, has a dredged depth of 2.7m. Basin III, 500m long

and 80m wide, has a dredged depth of 3.7m. The harbor can

handle general cargo, bulk, and ro-ro vessels up to 120m in

length, 20m beam, and 6m draft at HW. There are also

extensive facilities for fishing boats and pleasure craft. Vessels

intending to enter the harbor should send an ETA at least 48

hours in advance and contact the harbormaster on VHF

channel 11 to ascertain the actual depth conditions. Vessels entering are required to have an underkeel clearance of 0.5m, but

they may take the bottom at LW.

A light is shown from a prominent tower, 22m high, standing

at Busum. A conspicuous building, 22 stories high, is situated

in the W part of the town and a prominent silo stands near the

center of the harbor.

9.21 Meldorfer Bucht (54°04'N., 8°52'E.) extends between

Busum and the Dieksand Peninsula, 5.5 miles S. It is obstructed by extensive drying flats. Most of the shore of this bight is

lined by a dyke from which numerous groynes extend as part of

a reclamation project. Several shallow channels, used only by

pleasure craft and fishing boats, lead through the flats.

9.22 Die Eider (54°12'N., 8°36'E.) discharges into the

North Sea through a wide estuary lying S of the Eiderstedt

Peninsula. The upper reaches of this river are connected to the

Nord Ostsee Kanal.

9.22 Most of the estuary is obstructed by extensive shoals and

drying flats which extend up to about 8 miles seaward. The

main channel leading into the river mouth is subject to constant

change and local knowledge is essential. The outer entrance of

this channel is obstructed by a bar and marked by Eider

Lighted Buoy (54°15'N., 8°28'E.). The river fairway, which

leads ESE, is marked by lighted buoys and buoys. It provides

Busum Light
Sector 9. Germany and Denmark—The River Elbe to Hanstholm 217

Pub. 192

access to the small harbors of Tonning and Friedrichstadt. The

least depth over the bar is 3.1m (2001).

9.22 The river is closed 4.5 miles below Tonning by Eiderdamm

(54°16'N., 8°51'E.). This protective dam, which is 2.5 miles

long, incorporates sluice gates and a small lock. Vessels up to

75m in length, 13m beam, and 2.7m draft can be handled in the

lock.

9.22 Tonning (54°19'N., 8°57'E.), a small harbor, is used by

coasters and fishing boats. It provides about 900m of quayage

with depths of 3 to 3.5m alongside. Vessels up to 60m in

length, 10m beam, and 2.7m draft can be accommodated. 

9.22 Friedrichstadt (54°23'N., 9°05'E.) is located at the confluence of the Eider River and the Treen River, about 9 miles

above Tonning. It is used by small coasters which also enter via

the Nord Ostee Kanal and the Gieselua Kanal. A navigation

lock gives access to this small harbor and vessels up to 50m in

length, 9m beam, and 2.7m draft can be handled at HW.

9.23 Eiderstedt Peninsula (54°20'N., 8°38'E.) extends W

for 13 miles from Tonning and is about 8 miles wide. It is low

and protected from the sea by dikes and sand dunes.

9.23 Saint Peter Light (54°17'N., 8°39'E.) is shown from a

prominent tower, 18m high, standing on the SW part of the

Eiderstedt Peninsula. A conspicuous building is situated in the

town of Saint Peter Ording, 1.7 miles NW of the light.

9.23 Westerheversand Light (54°22'N., 8°38'E.) is shown from

a prominent tower, 40m high, standing on the NW part of the

Eiderstedt Peninsula.

9.23 The S extremity of Sylt (54°53'N., 8°20'E.) lies about 27

miles NNW of Westerheversand Light. The intervening area

contains Suderoog Sand, Norderoog Sand, Jap Sand, and Amrum, the outermost islands of the Nordfriesische Inseln chain.

Shallow channels lead between these islands and provide

access to several small coastal harbors. Dangerous shoals and

flats extend up to about 7 miles seaward of these islands and

numerous wrecks, some stranded, lie in this vicinity. Several

resort villages are situated on many of the larger islands. 

9.23 Amrum (54°38'N., 8°21'E.) is 6 miles long and has several

sand dunes, about 30m high, standing in its N part. The dunes

at the S end of this island are lower and much lighter in color.

9.23 Amrum Light is shown from a prominent tower, 41m high,

standing in the S part of the island; two conspicuous windmills

are situated 0.7 mile and 1 mile N of it.

9.23 A prominent church stands at Nebel, 1.2 miles N of Amrum

Light. It is reported (1999) that a casino building, standing at a

resort in the S part of the island, is conspicuous from seaward.

9.23 Norddorf Light is shown from a tower, 8m high, standing

near the NW end of the island.

9.23 For a description of Amrum Bank, see paragraph 9.19.

9.24 Pellworm (54°31'N., 8°39'E.), small and low, is relatively densely populated. It is surrounded by extensive drying

flats. A prominent church tower, in ruins, stands on the W side

of this island and a wind generator is situated close S of it. A

light is shown from a prominent tower, 41m high, standing on

the S part of the island.

9.24 Nordstrand (54°30'N., 8°55'E.), an island surrounded by

extensive drying flats, is connected at its E side to the mainland

by a road causeway and a dam.

9.24 Fohr (54°43'N., 8°30'E.), the second largest of the Nordfriesische Inseln, is low and diked. Several villages stand on

this island and a small harbor is situated at Wyk, on its E side.

Saint Peter Light

Westerheversand Light

Amrum Light
218 Sector 9. Germany and Denmark—The River Elbe to Hanstholm 

Pub. 192

9.24 Langeness (54°38'N., 8°32'E.) is connected at its NE end to

Oland (54°41'N., 8°42'E.), which in turn is connected by a

causeway at the N end to the mainland. NordmarschLangeness Light is shown from a prominent tower, 11m high,

standing on the W end of this island.

9.24 Numerous smaller islands and islets lie within the bight extending between the Eiderstedt Peninsula and the S end of Sylt.

Most of these islands are served from the mainland by small

passenger ferries.

9.24 Suderoogsand (54°26'N., 8°29'E.), a low island, lies about 7

miles NW of Westerheversand Light. A light is shown from a

prominent refuge beacon, 19m high, standing on piles at the

SW end of this island.

9.25 Die Hever (54°23'N., 8°24'E.) is entered between

Suderoogsand and the shoals extending W from the Eiderstedt

Peninsula. Suder Hever, Mittel Hever, and Alte Hever are three

buoyed channels which lead into the mouth of this river. These

channels are separated by shallow banks, some of which dry in

parts, and are obstructed by bars. They extend in an E direction

and unite as one channel, about 7 miles above the river

entrance. Mittel Hever, the main channel, is marked at its

seaward end by Hever Lighted Buoy (54°20'N., 8°18'E.) and

has a depth of 4.6m.

About 11 miles above the mouth, Die Hever divides into two

channels. Hever Strom, the S and main channel, continues E to

Husum. The depths in the channels are subject to frequent

changes and vessels should not enter them without local knowledge.

9.25 Husum (54°29'N., 9°03'E.) (World Port Index No. 30680) is

approached through Hever Strom, the S continuation of Mittel

Hever. This small harbor lies in the widened section of

Husumer Au, a river outlet, and extends 0.9 mile E above a

flood barrage. It is divided into two parts by a bascule railroad

bridge. The outer part provides 600m of quayage. The inner

part provides 350m of quayage and dries at LW. The controlling depth in the entrance to Husumer Au is 1m. Tides rise

about 3.8m at springs and 3.4m neaps. There are facilities for

coasters, fishing vessels, and small craft. Vessels up to 145m in

length, 21m beam, and 4.1m draft can be accommodated at

HW. However, vessels over 70m in length may experience

difficulty in maneuvering.

9.25 A number of prominent churches, a water tower, and several

silos are situated in the vicinity of Husum. Sudfall (54°28'N.,

8°44'E.) is an islet lying in the outer approaches on which

stands a conspicuous house and a radio mast.

9.25 Vessels exceeding 9m beam or 3.4m draft should report via

Husum Port Radio on VHF channel 11 or by telephone to

Husum Flood Barrier (Leitstand Sperrwerk Husum) when

passing position 54°28.25'N, 8°56.35'E. The report must include the vessel’s name, position, dimensions, and destination.

All vessels must obtain permission from the harbor authorities

prior to entering Husumer Au.

9.25 Pilots are available and shoud be requested at least 12 hours

in advance through the agent. Pilots board in a position agreed

to by the vessel and the harbor authorities. 

9.26 Sylt (54°53'N., 8°20'E.), the outermost and largest of

the Nordfriesische Inseln, is almost 20 miles long. A peninsula,

Pellworm Light

Nordmarsh-Langeness Light

Suderoogsand Light (Refuge Beacon)
Sector 9. Germany and Denmark—The River Elbe to Hanstholm 219

Pub. 192

which extends about 5 miles ESE from the center of this island,

is joined to the mainland by Hindenburgdam, a causeway

carrying a railroad. A narrow peninsula extends 9 miles S from

the center of the island to Hornum Odde, the S extremity, and

is dotted with sand dunes, 15 to 30m high.

9.26 Hornum (54°45'N., 8°18'E.), a resort village, is situated on

the E side of Sylt, 1 mile N of Hornum Odde. It is fronted by a

small harbor protected by moles. The harbor basin, which is

350m long and 90m wide, can accommodate vessels up to 70m

in length and 4m draft. It is approached through Vortrapp Tief,

a buoyed channel leading between Amrum and the shoals

extending S from Hornum Odde.

9.26 A light is shown from a prominent tower, 34m high, standing

at Hornum. A conspicuous radio mast, 193m high, stands

about 3 miles of N of the light. A group of other radio masts

are situated close NW of this mast.

Rote Kliff, 51m high, forms the highest part of Sylt. It rises

near the center of the island and is about 1 mile long.

9.26 Kampen Light (54°57'N., 8°20'E.) is shown from a conspicuous tower, 38m high, standing on Rote Kliff. A disused light

tower is situated about 1.2 miles N of this light.

A large white apartment building stands at Westerland, 2.5

miles SSW of Kampen Light, and is conspicuous from seaward. A radio mast and a church tower, both prominent, are

situated about 0.3 mile ENE and 0.3 mile ESE, respectively, of

this building.

9.26 The N part of Sylt, known as Listland, consists of numerous

sand dunes up to about 30m high. Ellenbogen, an elbowshaped peninsula, forms the N extremity of the island and is a

bird sanctuary. List (55°01'N., 8°26'E.), a resort village, stands

on the N part of the island and is fronted by a small craft

harbor.

9.26 List West Light is shown from a tower, 11m high, standing at

the NW end of Ellenbogen. List Ost Light is shown from a

prominent tower, 13m high, standing on the N side of Ellenbogen, 1.5 miles E of List West Light.

Listertief (55°04'N., 8°27'E.), also known as Listerdyb,

leads between the N end of Sylt and the island Romo. This

Hornum Light (Sylt)

Kampen Light

Kampen Disused Light Tower

List West Light (Sylt)

List Ost Light (Sylt)
220 Sector 9. Germany and Denmark—The River Elbe to Hanstholm 

Pub. 192

channel provides access to an extensive sheltered area of

mainly shallow water. It is used by coasters and fishing vessels

seeking refuge during bad weather. The seaward entrance is

marked by Listertief Lighted Buoy (55°05'N., 8°17'E.), which

is moored close W of a bar. The buoyed fairway leads E for

about 7 miles to a position located adjacent to the E extremity

Ellenbogen. There are depths of 4 to 5m over the bar, but

greater depths lie in the channel and the roadstead.

9.26 Salz Sand extends up to about 3 miles W of Ellenbogen and

forms the S side of this channel. Parts of this shoal dry and its

outer edge is nearly always marked by breakers.

9.26 Tides rise about 1.8m at springs and 1.7m at neaps in the

channel. Vessels can anchor in the roadstead lying off the E end

of Ellenbogen, in depths of 11 to 20m. The channel and

adjacent banks are subject to frequent change.

Listertief to Hanstholm

9.27 Between Listertief and Blavands Huk, 32 miles NNW,

the coast is low and sandy. The shore is fronted by a sandy

shoal which extends up to about 10 miles seaward and mostly

dries at LW. The low islands of Romo, Mano, and Fano lie on

this shoal and consist of numerous sand dunes.

9.27 Esbjerg, located 13 miles ESE of Blavands Huk, is the

largest Danish port on the W coast of Jylland (Jutland).

9.27 The boundary between Germany and Denmark lies between

Sylt and Romo, see paragraph 9.18.

9.27 Romo (55°08'N., 8°31'E.) lies 5 miles offshore and is

connected at its E side to the mainland by a causeway. The W

side of the island consists of a low and sandy beach which rises

inland to sand dunes. The pointed steeple of a church and a

beach hotel, both prominent, stand near the center of the island.

9.27 Romo Haven, a small harbor, is situated on the SE side of the

island and protected by breakwaters. It has a dredged depth of

4.2m and can accommodate vessels up to 90m in length and

4m draft at HW. This harbor is used by fishing vessels,

pleasure craft, and passenger ferries.

9.27 Romo Flak, a drying bank, extends about 3 miles W from the

N end of the island. 

9.27 Rode Klit Sand (55°11'N., 8°10'E.) lies about 13 miles W of

Romo and has a least depth of 6.9m. This bank is marked by a

lighted buoy moored on its W side. 

9.27 Fano Bugt (55°21'N., 8°10'E.), a bay, indents the coast

between Horns Rev (55°31'N., 7°45'E.) and Rode Klit Sand.

9.27 Mando (55°17'N., 8°33'E.), a small island, lies 3.5 miles N

of Romo and is connected to the mainland at its E side by a

causeway. It appears from seaward as a uniform line of white

dunes.

9.28 Fano (55°24'N., 8°25'E.), lying within Fano Bugt,

appears as a line of dunes with beach hotels and villas. Sonderho, a resort village, is situated on the S end of the island and

a church and a windmill, both prominent, stand in its vicinity.

9.28 A conspicuous church, with a group of wind generators

standing 1.2 miles NNW of it, is situated at Nordby, in the NE

part of the island. For Norby Havn, see paragraph 9.29.

9.28 Knudedyb, a buoyed channel, leads E between the S end of

Fano and Mando. It provides access to the inner sheltered

waters and is used by small vessels seeking refuge during bad

weather. The bar, which is marked by a lighted buoy, has a

depth of only 3m over it. The outer part of the channel, inside

the bar, has depths of 7 to 14m. Local knowledge is required.

9.28 Tides—Currents.—In the outer part of Fano Bugt, the flood

current sets SE and the ebb current sets NW. The current

changes regularly in calm weather, about every 6 hours and

usually counterclockwise, with no period of slack water. These

currents attain a maximum rate of 1.5 knots, though the

outgoing current may be somewhat stronger than the incoming

one. The current maintains a rate of 0.3 knot as it turns.

9.28 Strong winds and storms have a considerable effect on these

tidal currents. Gales from SE through S to NW usually increase

the rate of the NW ebb current, which may attain a rate up to 3

knots, while entirely suppressing the SE flood current. During

storms from these directions, the SE current will frequently set

for only 3 hours.

9.28 Closer to the coast, the flood and ebb currents generally follow the shore. The flood current sets S and flows into the

channels and the ebb sets N and out of the channels.

9.28 Caution.—Numerous wrecks, some dangerous, lie off this

stretch of coast and may best be seen on the chart.

9.28 Several submarine cables, which may best be seen on the

chart, extend seaward from the vicinity of Fano and the S end

of Romo.

9.28 A restricted area, which may best be seen on the chart,

extends up to about 5 miles W of Romo and 7 miles W of

Mando. Anchoring and fishing are prohibited within this area.

9.28 An area, within which fishing and anchoring are dangerous

due to the residual danger from mines, extends NW from

Mando and along the W coast of Fano. This area extends about

1 mile from the shore and may best be seen on the chart.

9.28 A firing practice area is situated in the vicinity of the N end

of Romo. A flashing light is shown from a control tower when

the area is in use. 

Esbjerg (55°28'N., 8°27'E.)

World Port Index No. 30640

9.29 Esberg, one of the most important ports on Jylland, is

protected on the SW side by the island of Fano and on the NW

side by the Skallingen Peninsula. The harbor is situated on the

mainland, 7 miles above the Gradyb bar.

9.29 Winds—Weather.—Depths in the approaches to the port

are frequently affected by strong winds. Winds from W and

SW raise the water level and those from E tend to lower it.

Esbjerg from SE
Sector 9. Germany and Denmark—The River Elbe to Hanstholm 221

Pub. 192

Also, heavy seas may break over the bar with strong W to SW

winds.

9.29 Ice.—During severe winters, ice may form on the shoals in

Gradyb and SE of Esbjerg. At HW, this ice is usually broken

loose and carried into the channel by the ebb current, where it

may hinder navigation before it disappears or is carried out to

sea by NE winds. Usually, navigation is seldom interrupted for

any length of time by fixed ice covering the entire channel.

9.29 Tides—Currents.—Off the entrance, the tide rises about

1.5m at springs and 1.2m at neaps.

9.29 The flood current begins about 5 hours before HW at

Helgoland and sets SSE. It attains a maximum rate of 0.3 knot

at springs. Between the bar and Torre Bjaelke, a bank on the

SW side of Skalling Ende, the flood current sets across the

banks on both sides of the channel and continues until about

HW at Esbjerg, 3 hours after HW at Helgoland. During the

latter part of this period, the current inside the bar sets in a NE

direction.

9.29 The ebb current begins about 1 hour 15 minutes after HW at

Helgoland and sets NW. It attains a maximum rate of 0.5 at

springs. During the first 2 hours, the ebb current sets straight

out of the channel spreading towards the banks which line both

sides of the approach. For the next 2 hours, it sets in a W

direction. Then, for the remainder of the time, it sets out across

the bar in a SW direction and turns S with the flood outside.

This ebb current generally continues for some time after the

water has started to rise.

9.29 HW and LW occur on the bar at Gradyb about 1 hour 15

minutes earlier than at Esbjerg.

9.29 Depths—Limitations.—Gradyb, the principal approach

channel, leads NE between the banks fronting the N end of

Fano and Skalling Ende, the S extremity of the Skallingen

Peninsula. It then rounds the N end of Fano and leads SE

between this island and the mainland to Esbjerg and Nordby.

9.29 A fairway, 220m wide, leads over the bar and has a dredged

depth of 10.3m on the centerline. The sides of the fairway have

a dredged depth of 9.8m.

9.29 The harbor is situated on the E side of the inner fairway

channel and is comprised of several tidal basins. The main

facilities are described below.

9.29 Fishing Harbor consists of six basins which provide 5,900m

of total quayage, with depths of 4.4 to 7.5m alongside.

9.29 Trafikhaven has 1,620m of total quayage, including oil

berths, with depths of 7.5 to 11.5m alongside.

9.29 Dockhaven has 1,025m of total quayage, with a depth of

6.7m alongside.

9.29 Englands Quay is 315m long and has a depth of 7.6m alongside.

9.29 Australian Quay is 286m long and has a depth of 10.5m

alongside.

9.29 Europa Quay is 400m long and has a depth of 10.5m alongside.

9.29 Taurus Quay is 380m long and has a depth of 6.3m alongside.

9.29 There are facilities for bulk, container, ro-ro, general cargo,

tanker, and LPG vessels. In addition, there are extensive installations for handling passenger ferries, fishing boats, oil and

gas drilling platforms, and oil and gas exploration support

vessels. Vessels up to 245m in length and 10.5m draft can be

accommodated at HW.

9.29 Nordby Havn (55°27'N., 8°24'E.) is situated on the NE side

of Fano, 1.5 miles SW of Esbjerg, and is accessible from the

main fairway. This small harbor fronts a resort town and is

used by ferries, small craft, and pleasure boats. Vessels up to

30m in length and 3.6m draft can be accommodated.

9.29 Aspect.—The various reaches within Gradyb are marked by

lighted buoys. The fairway is indicated by lighted ranges and

sector lights which may best be seen on the chart.

9.29 Gradyb Anduvning Lighted Buoy (55°25'N., 8°12'E.),

equipped with a racon, is moored about 5 miles SW of the S

end of the Skallingen Peninsula and marks the seaward entrance of the approach channel.

9.29 The Skallingen Peninsula is mostly low and appears from

seaward as a continuous line of sand dunes. 

9.29 A conspicuous power station chimney, with aeronautical

obstruction lights, stands in the SE part of the port and another

prominent chimney is situated 0.4 mile N of it. Prominent container gantry cranes are situated at a quay close SW of the

power station chimney. A conspicuous water tower stands 0.6

mile NNW of the power station chimney. Prominent churches

are situated 1 mile NNW and 1.8 miles NNE of the power

station chimney. 

9.29 Pilotage.—Pilotage through Gardyb is compulsory for all

tankers 60m in length and over arriving and departing. Some

exemptions are made for frequent visitors. Pilotage for other

vessels is not compulsory, but is advisable.

9.29 Pilots may be contacted by VHF and board about 1.5 miles

SW of Gardyb Anduvning Lighted Buoy (55°25'N., 8°12'E.).

9.29 Pilots should be ordered through the DanPilot (Belt and

Fjord Pilot), Fredericia office, which can be contacted, as follows:

1. VHF: VHF channel 16

2. Telephone: 45-76-200320

3. Facsimile: 45-75-928822

4. E-mail: littlebelt-pilot@lillebaelt.dk

5. Internet: http://www.pilotage.dk

9.29 Regulations.—Vessels should contact the port well in advance of their arrival and state their ETA, purpose of call, and

nature of cargo. Vessels carrying dangerous cargo must report

by e-mail or fax at least 12 hours prior to arrival. The Port

Control Office may be contacted, as follows:

1. VHF: VHF channel 12

2. E-mail: vagt@portesbjerg.dk

Esbjerg
222 Sector 9. Germany and Denmark—The River Elbe to Hanstholm 

Pub. 192

9.29 A Position Reporting System operates in the approaches to

the port and is mandatory for all vessels over 100 grt. Vessels

must report to the Port Control Office on VHF channel 12

when passing Nos. 1 and 2 Lighted Buoys (55°25.6'N.,

8°13.8'E.), Nos. 13 and 14 Lighted Buoys (55° 28.5'N.,

8°20.9'E.), and on arrival at the harbor. The report must include

the vessel’s name, direction (inbound or outbound), position,

draft, and name of master. Vessels proceeding in the opposite

direction must reply immediately so that a safe passage may be

arranged.

9.29 Within the port, outbound vessels give way to inbound

vessels. Gradyb is regarded as a narrow channel. However, the

requirement for an inbound vessel to give way to an outbound

vessel in a narrow channel, as per the Navigation Rules in

Certain Danish Waters, applies only in that part of the channel

crossing the bar.

9.29 Anchorage.—Anchorage can be taken, in depths of 6 to 9m,

just inside the bar, but vessels must remain clear of the main

fairway.

9.29 Caution.—During inclement weather, vessels should make

sure that they are S and well clear of Horns Rev (55°31'N.,

7°45'E.) before making an approach to the port.

9.29 An area, within which fishing and anchoring are dangerous

due to the residual danger from mines, fronts the coast of Fano

in the vicinity of Gradyb. This restricted area extends about 1

mile from the shore and may best be seen on the chart.

9.29 A prohibited area fronts the seaward side of the Skallingen

Peninsula. It extends up to about 1 mile from the shore and

may best be seen on the chart.

9.29 Spoil ground areas lie 2 miles N and 1.5 miles ESE of

Gradyb Anduvning Lighted Buoy and may best be seen on the

chart.

9.29 All depths in the port are maintained by dredging, but are

subject to silting.

9.29 During winter, the outer channel lighted buoys may be withdrawn or replaced by unlighted and smaller buoys.

9.29 The channel buoys are frequently moved to meet changes of

the sea bottom and the ranges and sector lights are modified

accordingly.

9.29 Large vessels should attempt to arrive off the appropriate

harbor basin at slack water in order to minimize the effect of

the tidal current when berthing.

Listertief to Hanstholm (continued)

9.30 Blavands Huk (55°33'N., 8°05'E.), located 13 miles

NW of Esbjerg, is a low point marked to the N and SE by sand

dunes. A light is shown from a prominent square tower, 39m

high, standing on the point.

A conspicuous gun emplacement is situated 3 miles E of the

light. A radio mast stands about 1 mile ESE of the light.

Horns Rev (55°31'N., 7°45'E.), marked by lighted buoys,

consists of an extensive group of shoals extending about 21

miles W from Blavands Huk. These shoals, which form a

serious danger to navigation, are divided into an inner part and

an outer part by a channel with a least depth of 14.4m. This

channel, which is marked by lighted buoys, is known as Slugen

in its SE part and Normands Dyb in its NW part. It extends in a

WNW direction from a position located about 4 miles S of

Blavands Huk. A secondary passage, known as Soren Bovbjergs Dyb, branches in a N direction from Slugen, about 5

miles WSW of Blavands Huk, and has a least depth of 6m.

9.30 Depths on the outer part of Horns Rev, to the W of Nordmands Dyb and Slugen, range from 1.2 to 9m. Generally, the

shallowest depths are found along a ridge which extends about

15 miles in an E and W direction along the N part of the shoal.

9.30 Horns Rev West Lighted Buoy (55°35'N., 7°26'E.) is

moored about 22 miles W of Blavands Huk Light and marks

the W and outer extremity of the shoals.

9.30 A prominent meteorological measuring mast, 60m high,

stands on Munk Shoal, in the outer part of Horns Rev, about

10.3 miles WSW of Blavands Huk Light.

9.30 A windfarm area, in which 80 prominent wind generators

stand, is located on the outer part of Horns Rev, about 9 miles

WSW of Blavands Huk Light. The wind generators are lighted

and interconnected by submarine power cables. Racons are

situated at the wind generators standing at the SW and NE ends

of he area.

9.30 Caution.—Wrecks that may suddenly rise up out of the

constantly shifting sands are strewn over the entire Horns Rev

shoal area. Some of these wrecks may contain explosives.

Vessels are, therefore, advised not to navigate outside the

marked channels, even though the charted depths may appear

adequate.

9.30 Cautionary areas, the limits of which are shown on the chart,

lie in the vicinity of this extensive shoal. They are centered

about 10 miles SW, 15 miles SSW, and 10 miles ENE of Horns

Rev West Lighted Buoy. Vessels should not anchor, trawl, or

conduct any bottom operations in these areas due to the residual danger from mines on the seabed.

Blavands Huk Light
Sector 9. Germany and Denmark—The River Elbe to Hanstholm 223

Pub. 192

9.30 A submarine cable extends W to the outer part of the shoal

from a point on the shore located about 3 miles ESE of

Blavands Huk Light.

9.31 The coast extending between Blavands Huk and

Hanstholm, 98 miles N, is generally low and backed by sand

dunes, but there are areas, particularly near the headlands,

where cliffs rise up to 67m in height.

9.31 The NE part of the North Sea, which fronts this section of

coast, is relatively shallow. The depths shoal gradually towards

the shore over a bottom of sand and sand mixed with shells and

stones.

9.31 Ice.—The E part of the North Sea that fronts this section of

coast is never ice-covered. Ice forms off the coast as far N as

Hanstholm, but it is usually of little significance and rarely

causes any interruption of navigation.

9.31 Ringkobing Fjord is often closed to navigation because of

ice. In Thyboron Kanal, leading to Limfjorden, there is never

any solid ice cover, but navigation usually ceases here as soon

as the inner waters of Limfjorden are frozen over.

9.31 Tides—Currents.—A constant current sets N and NE along

the coast of Jylland. The current follows the coast as far as

Hanstholm and then turns sharply ENE.

9.31 Off the S part of this area, the current is rather weak, setting

only about 6 miles per day at Horns Rev. However, it increases

in strength farther to the N. Between Blavands Huk and

Hanstholm, the current is particularly subject to the effects of

the wind and tidal currents. To the N of Blavands Huk, the

effects of the tidal currents progressively decrease until N of

Vorupor, when only the wind has any effect. Winds between

the S and W generally increase the current, and winds between

the W and N may stop it or even reverse the direction. To the N

of Bovbjerg, the current sets N along the coast at a rate of up to

2 knots with W winds. With strong SW winds, this rate may

reach 3 knots.

9.31 Although the rate of the tidal currents decreases rapidly to

the N of Blavands Huk, there is a regular rise and fall of the

tide; off Blavands Huk, there is a mean tidal rise of about 1.5m.

9.31 Caution.—A firing practice area extends about 9 miles NW

from Blavands Huk and is marked by buoys.

9.31 A firing practice area extends about 8 miles W of Nymindegab (55°49'N., 8°12'E.) and is marked by a buoy.

9.31 Numerous wrecks, some dangerous, lie off this section of the

coast and may best be seen on the chart.

9.31 Several submarine cables, which may best be seen on the

chart, extend seaward from points on the shore located about

13 miles and 21 miles N of Blavands Huk Light and 6 miles

SSW of Hanstholm Light (57°07'N., 8°36'E.).

9.31 Oil and gas submarine pipelines, which may best be seen on

the chart, extend seaward to offshore installations from points

on the shore located about 8 miles and 12 miles NNE of

Blavands Huk Light.

9.31 A prohibited area, the limits of which are shown on the chart,

extends 1 mile from the coast between Blavands Huk and

Nymindegab (55°49'N., 8°12'E.), about 16 miles N.

9.31 A cautionary area, the limits of which are shown on the

chart, extends 1 mile from the coast between Nymindegab

(55°49'N., 8°12'E.) and a point located on the coast about 4

miles N of Lodbjerg Light (56°49'N., 8°16'E.). Another

cautionary area, the limits of which are shown on the chart,

extends seaward across the Skagerrak from a section of the

coast between Lodbjerg Light (56°49'N., 8°16'E.) and Hanstholm Light (57°07'N., 8°36'E.). Vessels are advised not to

anchor, trawl, or conduct any bottom operations in these areas

due to the residual danger from mines on the seabed.

9.31 Lighted buoys, with tidal measuring equipment, may be

frequently moored off this section of the coast.

9.32 Off-lying dangers.—Lille Fisker Banke (56°48'N.,

6°21'E.), with a least depth of 31m, lies centered about 63

miles W of Thyboron Kanal. A rather extensive bank, with

least depths of 25 to 27m, lies up to 20 miles S and SW of Lille

Fisker Banke.

9.32 Jutland Bank (56°47'N., 7°15'E.), with depths of 14 to 36m,

lies centered about 26 miles NW of Thyboron Kanal.

9.32 Ekofisk Oil/Gas Field (56°33'N., 3°13'E.) is situated 164

miles W of the entrance to Thyboron Kanal. It consists of an

extensive complex of production platforms, gas and oil pipelines, and tanker loading systems. The SPM tanker loading systems are removed when the submarine pipelines to shore are

operating normally, but installations remain on the seabed.

9.32 Numerous other oil and gas fields, with platforms, wells, and

submarine pipelines, lie in the waters off the coast of Denmark

and may best be seen on the chart. For more information, see

paragraph 9.1 and paragraph 1.4.

9.33 Blabjerg (55°45'N., 8°15'E.), a prominent sand dune,

stands 12 miles NNE of Blavands Huk. It is 64m high and rises

above all the other dunes in this vicinity. This dune can easily

be recognized by the three humps on its top.

9.33 Ringebjerge Beacon, 13m high, and Kaergaarde Beacon,

11m high, stand 4 miles and 9.5 miles, respectively, NNE of

Blavands Huk. They are both prominent from seaward.

9.33 A church, with a prominent steeple, stands at Henne, 1 mile

S of Blabjerg dune.

Holmsland Klit (56°00'N., 8°09'E.), centered 25 miles N of

Blavands Huk, is a narrow strip of land which separates Ringkobing Fjord from the sea. It is fronted by two sandbars, the

outermost lying about 0.3 mile offshore. The W side of this

narrow strip is lined with sand dunes. On its S part, the dunes

are low, but on its N part, they are high enough to hide the

buildings standing behind.

9.33 Hvidesande Kanal (55°49'N., 8°12'E.), situated in the

center of Holmsland Klit, forms the main approach to the fjord.

A light is shown from a prominent framework tower, 19m high,

standing on the S side of the canal entrance.

9.33 The canal entrance is formed by two moles which are protected on their N side by a breakwater extending W from the

shore. The entrance channel leads into a small harbor consisting of two basins. There is 300m of quayage, with a depth of

3.5m alongside. The harbor is mostly used by fishing vessels

and small craft. The inner basin is connected to Ringkobing

Fjord by a lock. The entrance channel is subject to frequent

changes and vessels should not enter without local knowledge.

9.33 The lock leading into the fjord is 34m long and 16.5m wide,

with a depth of 4m over the sill. Vessels more than 33.5m in

length must be channeled through the lock at certain stages of

the tide.

9.33 Ringkobing (56°05'N., 8°15'E.) (World Port Index No.

30630), a small port, is situated on the N shore of the fjord, 7
224 Sector 9. Germany and Denmark—The River Elbe to Hanstholm 

Pub. 192

miles NE of the canal. The harbor is approached through a

channel, 20m wide, which is marked by perches and has a

depth of 2.4m. It consists of two basins, with depths of 2.5 to

3m, and is mostly used by fishing vessels, small craft, and

pleasure boats. There is a quay, 149m long, with a depth of

2.7m alongside. Several yacht marinas are situated within the

fjord near Ringkobing.

9.33 Havrvig Beacon, 11m high, and Argab Beacon, 12m high,

stand 5 miles and 0.8 mile, respectively, S of the canal entrance. Both beacons are prominent from seaward.

9.33 A church, with a small pointed tower, is situated at Gammelsogn, 7 miles NE of the canal entrance, and another church,

white with a dark roof, is situated at Nysogn, 8 miles NNE of

the canal entrance.

9.34 Lyngvig Light (56°03'N., 8°06'E.) is shown from a

prominent tower, 38m high, standing 3 miles N of the canal entrance. It is also known locally as Holmslands Klit Light.

9.34 Husby Klit Beacon, 12m high, and Vederso Beacon, 11m

high, stand 8 miles and 12.5 miles, respectively, N of Lyngvig

Light. A church, white with a dark roof, is situated at Husby,

14.5 miles N of Lyngvig Light.

Torsminde Havn (Thorsminde Havn) (56°22'N., 8°07'E.), a

small fishing harbor, is situated within the channel which

provides access from the North Sea to Nissum Fjord, 19.5

miles N of Lyngvig Light. The intervening coast is backed by

sand dunes, which attain heights up to about 27m.

9.34 A light is shown from a framework tower, 25m high, standing near the harbor entrance. A conspicuous windmill, 32m

high, is situated close ESE of the light. The entrance channel is

40m wide and has a depth of 3m. Vessels up to 40m in length,

8m beam, and 3m draft can be accommodated at HW. The

harbor is blocked about 0.2 mile inside the entrance by sluices

which control the level of water in the fjord. A road bridge

spans the harbor close W of the sluices. Small craft can enter

the fjord through the sluices only when the water levels of the

sea and the fjord are equal or almost equal.

9.34 The coast between Torsminde Havn and Thyboron, 21 miles

N, is backed by low sand dunes.

Bovbjerg Light (56°31'N., 8°07'E.) is shown from a prominent tower, 26m high, standing on Bovbjerg, a prominent

dune, 38m high, which rises 8.5 miles N of Torsminde Havn.

9.34 A conspicuous factory chimney stands about 9 miles NNE of

Bovbjerg Light and several prominent churches are situated along

this section of the coast.

9.34 Caution.—Between Lyngvig Light and Lodsberg (56°49'N.,

8°16'E.), numerous remains of bunkers, pill boxes, groins, and

other defense installations lie along the sea bed, close off the

coast. In some areas, these obstructions are being removed.

9.34 It is reported (2006) that measuring equipment, with a depth

of 15m over it, lies about 3 miles SW of Bovbjerg Light and is

marked by a lighted buoy.

Limfjorden

9.35 Limfjorden (56°43'N., 8°13'E.), the comparatively

shallow waterway cutting through the N part of Jylland, consists of a series of irregular bays connected by narrow sounds.

It extends in a NE direction from Thyboron (56°42'N., 8°13'E.)

on the North Sea to Hals on the Kattegat. The W entrance of

this waterway is formed by the Thyboron Kanal.

Hvidesande Light

Lyngvig Light

Bovbjerg Light
Sector 9. Germany and Denmark—The River Elbe to Hanstholm 225

Pub. 192

9.35 Limfjorden cuts through Jylland and converts the N part of

that peninsula into an island. Several towns, villages, and loading places are situated within this waterway. The main fairway

within the waterway is 91 miles long.

9.35 Aalborg, the principal port of Limfjorden, lies about 16

miles within the E entrance at Hals. A description of this port

and the E entrance may be found in Pub. 193, Sailing Directions (Enroute) Skagerrak and Kattegat.

9.35 Thyboron (56°42'N., 8°13'E.) (World Port Index No.

30460), a small town, stands near the N end of Harboore Tange

and is fronted on its inner side by a harbor. A church, with a

prominent thin tower, stands in the town. Harboore Tange, a

low and sandy tongue, extends NNE from a position located

about 7.5 miles N of Bovbjerg Light. This tongue separates the

S part of Nissum Bredning from the North Sea and is protected

by groynes on its W side. The W entrance to Limfjorden,

which is known as the Thyboron Kanal, leads between the N

end of Harboore Tange and a breakwater extending seaward

from the S end of Agger Tange.

9.35 Agger Tange, composed of sand and pebbles, is a low tongue

of land which separates the N part of Nissum Bredning from

the North Sea. It is about 5 miles long, protected by groynes on

both sides, and often flooded at HW during storms.

9.35 A light is shown from a framework tower, 17m high, standing near the N extremity of Harboore Tange. An outer lighted

buoy, equipped with a racon, is moored about 2.5 miles W of

the light and marks the bar.

9.35 The entrance fairway is indicated by lighted ranges and has a

dredged depth of 6m over the bar (2000). 

9.35 Thyboron Havn is entered directly from the canal. It provides about 1,000m of total commercial berthage, with depths

of 5 to 6m alongside. Vessels up to 100m in length, 15m beam,

and 5.5m draft can be accommodated.

9.35 Limfjorden is entered via the Thyboron Kanal. The depths in

the waterway between the W entrance and the port of Aalborg

vary considerably. The main fairway is reported (2000) to have

a least depth of 4m. Vessels with drafts up to 3.8m may transit

the waterway.

9.35 Tides—Currents.—At Thyboron, the tides rise about 0.4m

at springs and 0.3m at neaps.

9.35 Off the entrance to the Thyboron Kanal, the tidal currents

change regularly in fair weather. The flood current becomes

established 3 hours 30 minutes before local HW and continues

until 4 hours after. The ebb current usually lasts for 5 hours.

Winds between S and W strengthen and increase the duration

of the N flood current and sometimes overcome the S ebb

current entirely. Winds from between N and E increase the

duration of the ebb current. The currents normally attain rates

of about 2.5 knots.

9.35 Within the Thyboron Kanal, the water level is affected by the

wind. Winds from W can raise the level by up to 1.3m and winds

from E can lower it by as much as 1.2m. The difference between

the water levels inside and outside the canal may be considerable.

This condition, in conjunction with prolonged E of W winds, may

cause a continuous incoming or outgoing current to persist for

several days. Under these exceptional conditions, the current has

attained a rate of 6 to 8 knots.

9.35 Ice.—There is never a solid ice cover in the canal, but

navigation stops as soon as the inner waters are frozen over.

The inner waters of Limfjorden are susceptible to freezing; in

severe winters, this may occur between the middle of December and the early part of April. Navigation may be impeded for

a period of up to 3 months and may be stopped entirely for up

to 2 months.

9.35 Regulations.—Special regulations for navigating in Danish

inner waters are in force within all of Limfjorden and its entrances. Generally, inbound vessels, having sounded one long

blast to indicate entering, take precedence over outbound vessels.

9.35 The fairways through Limfjorden are marked in accordance

with the Danish system for minor passages.

9.35 Pilotage.—Pilotage is compulsory for vessels over 200 grt

or 35m in length. It is recommended for all vessels without

local knowledge. Pilots may be contacted by VHF and board

close outside the entrance bar whenever the weather conditions

permit.

9.35 Pilots may be ordered through the Limfjorden Pilot Station

which can be contacted, as follows:

1. VHF: VHF channel 16

2. Telephone: 45-98-251006

3. Facsimile: 45-98-251477

4. E-mail: limfjorden@pilotage.dk

9.35 Pilots for Limfjorden may also be ordered through the DanPilot (Great Belt), Spodsbjerg office which can be contacted, as

follows:

1. VHF: VHF channel 16

2. Telephone: 45-62-501535

3. Facsimile: 45-62-501528

4. E-mail: belt@pilotage.dk

9.35 Caution.—Depths over the outer bar constantly change and

the authorities should be contacted in order to ascertain the

latest information.

9.35 The sea sometimes breaks on the outer bar during W gales.

However, safe entry can usually be made in all weather conditions.

9.35 Due to silting, depths within Thyboron Havn may be up to

0.5m less than charted.

Listertief to Hanstholm (continued)

9.36 The coast extends 28 miles NNE from Thyboron to

Hanstholm. During the fall and winter months, parts of this low

coast may be inundated and flooded at HW, especially with

strong W winds.

9.36 Lodbjerg Light (56°49'N., 8°16'E.) is shown from a prominent tower, 35m high, standing on the dunes, about 7 miles

NNE of Thyboron.

9.36 The coast extending between Lodbjerg and Norre Vorupor, 9

miles NNE, consists of dunes. These dunes are low in the

vicinity of Norre Vorupor, but otherwise fairly high. Stenbjerg

Beacon and Torup Beacon, 11m high, stand about 6.5 miles

and 11 miles, respectively, NNE of Lodbjerg Light. Prominent

churches are situated at Norre Vorupor and 0.6 mile ENE of

Stenbjerg Beacon.

9.36 A detached breakwater, 2m high, is situated at Norre Vorupor and protects a landing place for boats. It extends 310m NW

from a position close offshore and is connected to the coast by

a piled pier, 115m long. 

9.36 Orhage (57°03'N., 8°29'E.), a prominent promontory, is

located 6 miles NE of Norre Vorupor. A shallow rocky ledge
226 Sector 9. Germany and Denmark—The River Elbe to Hanstholm 

Pub. 192

fronts the NW side of this promontory and a spit lies close S

and parallel to it. A conspicuous church, red with a slate roof

and no tower, is situated at Klitmoller, 0.5 miles E of the promontory.

9.36 Hanstholm (57°07'N., 8°36'E.), the NW extremity of the

Danish mainland, is formed by a broad chalk and limestone

promontory which rises steeply from the sea.

9.36 A light is shown from a prominent tower, 23m high, standing

on Hansted, the NW part of Hanstholm. Hjertebjerg, the summit of the promontory is 67m high and rises about 2 miles SE

of the light.

9.36 The boundary between the North Sea and Skagerrak extends

seaward from Hanstholm to Lindesnes (57°59'N., 7°03'E.).

9.36 For a description of the coast extending E of Hanstholm

Light, including Hanstholm Havn, see Pub. 193, Sailing Directions (Enroute) Skagerrak and Kattegat. 

Lodbjerg Light

Hanstholm Light
Pub. 192

Glossaries 227

Glossaries

Flemish

FLEMISH English

A

aa................................................................................stream

afleidingskanaal ......................................... navigation canal

as ................................................................................stream

B

bank.............................................................................. shoal

beek, beke ..................................................................stream

berg ................................................................................. hill

bergen.......................................................................... dunes

bol ................................................................................ shoal

bos, bossen................................................................. woods

broek .................................................................marsh, pond

D

diep...................................... channel, submarine depression

dijk .................................................................................dike

dok .....................................................docking basin, harbor

droogte ......................................................................... shoal

duinen.......................................................................... dunes

F

fortje................................................................................fort

G

gat................................................ drainage ditch, lake, pond

geleed................................................ drainage ditch, stream

geule...............................................................................lake

gracht .................................drainage ditch, navigation canal

H

heide.................................................................marsh, dunes

heuvel.................................................................dune, dunes

hoef, hoeve.................................................................... farm

hoven............................................................................. farm

K

kamp................................................................................fort

kanaal......................................................... navigation canal

kasteel ........................................................... castle, chateau

L

lede .............................................................navigation canal

leed, leede ......................................... drainage ditch, stream

leegte........................................................................... marsh

loop ............................................................................ stream

M

meer ..................................................................... lake, pond

moer, moeren ..................................................... lake, marsh

P

poel ............................................................................. marsh

put, putten ................................................................... marsh

R

renne .......................................................................... stream

S

schans ............................................................................. fort

slaak........................................................................... stream

sluis................................................................................lock

strand ...........................................................................beach

stroom ........................................................................ stream

V

vaart, vaartje ...............................................navigation canal

ven, venn.................................................. marsh, pond, lake

verbindingskanaal.......................................navigation canal

vlakte ........................................................................... shoal

vliet ............................................................................ stream

W

weel...................................................................... pond, lake

weier ........................................................................... marsh

weiers.......................................................................... ponds

Z

zijkanaal......................................................navigation canal

zwijn, zwin .................................................... drainage ditch

FLEMISH English
Pub. 192 

228 Glossaries

Dutch

DUTCH English

A

aan.......................................................................at, near, on

B

baak........................................................................... beacon

berg ................................................................ mountain, hill

binnen........................................................................... inner

blauwe............................................................................blue

bocht.............................................................bay, bend, light

bol ...................................................................................ball

boom ...............................................................................tree

bosch ............................................................................forest

boschje .................................................... small wood, brush

breed.............................................................................broad

brug ............................................................................ bridge

buiten ........................................................................... outer

bult ...............................................................................hump

D

dam.............................................................dam, breakwater

de, den..............................................................................the

diep................................................................................ deep

dijk .................................................................................dike

dorp ............................................................................village

draaikalk........................................................................eddy

drempel ............................................................................bar

dric ................................................................................three

drichoek ................................................................... triangle

droogte ......................................................................... shoal

duin ................................................................ dune, sandhill

dwars.............................................................across, athwart

E

eiland........................................................................... island

F

friesche....................................................................... frisian

G

gat............................................................................. channel

geul...............................................................narrow channel

groei .............................................................................green

gronden ....................................................................grounds

groot..............................................................................great

H

haven.......................................................................... harbor

helft ................................................................................ half

het.....................................................................................the

heuvel.............................................................................. hill

hoek..................................................................... cape, point

hoofd ............................................................................. head

hoog ...............................................................................high

hout ..................................................................wood, timber

K

kaap............................................................... cape, headland

kake............................................................................... quay

kegel.............................................................................. cone

kil............................................................................. channel

klein ............................................................................. small

klip.................................................................................rock

kop ................................................................................ head

kreek ............................................................................ creek

kromme.................................................................... crooked

kust ...............................................................................coast

L

laag, lage.........................................................................low

lang ................................................................................long

licht ................................................................................light

loods ..............................................................................pilot

loodswezen ..............................................................pilotage

M

meer ......................................................................inland sea

middel, midden ..........................................................middle

modder...........................................................................mud

molen ............................................................................. mill

N

nauw ........................................................................ narrows

nieuw ............................................................................. new

noord............................................................................ north

noorder.................................................................... northern

O

oost .................................................................................east

oud ...................................................................................old

P

peilschaal ............................................................... tide gage

plaat ............................................................................. shoal

plaatje .................................................................small shoal

plat ...................................................................................flat

polder............................................................ reclaimed land

punt ...............................................................................point

R

rak ............................................................................ channel

rechthoekig .........................................................rectangular

reddingboot...............................................................lifeboat

rede ........................................................................roadstead

rode, rood.........................................................................red

rots ............................................................................... rocks

DUTCH English
Pub. 192

Glossaries 229 

rug ................................................................................ ridge

ruitvormig .................................................. diamond-shaped

S

schaar ....................................................................... channel

scherm........................................................................ screen

schor............................................................................. shoal

schutsluis................................................................ lock gate

seinen .........................................................................signals

sluis ................................................................................lock

smal........................................................................... narrow

spits, spitse................................................................pointed

spoorweg...................................................................railway

staart..............................................................tail (of a bank)

stad................................................................................town

steen ............................................................................. stone

steiger.....................................................................jetty, pier

steile............................................................................. steep

strand.................................................................beach, shore

stroom ...........................................................current, stream

T

toegang....................................................................... access

tramweg ..................................................................tramway

U

uit .....................................................................................out

DUTCH English

V

vaart ............................................................................. canal

vaarwater...................................................................fairway

valsch ............................................................................ false

van .....................................................................................of

veerboot ........................................................................ ferry

verklikker........................................................ warning light

vlakte ....................................................... flat below surface

vliegtuigen ................................................................ aircraft

W

wad.........................................................drying coastal bank

wal ......................................................................banks, wall

watergetijden .................................................... tidal current

waterweg............................................................... waterway

weg................................................................................. way

werk ..............................................................................work

wester....................................................................... western

wit, witte ......................................................................white

wrak ............................................................................ wreck

Z

zand................................................................................sand

zee....................................................................................sea

zeegat ........................................................................ estuary

zuid .............................................................................. south

zuider ...................................................................... southern

zwart ............................................................................ black

DUTCH English
Pub. 192 

230 Glossaries

German

GERMAN English

A

abgersuchtes gebiet..............................................swept area

alt-; e, er, es......................................................................old

ankerplatz............................................................. anchorage

anlege stelle..................................................... landing place

ansicht ...........................................................................view

ansteuerungstonne............................................landfall buoy

au.....................................................................brook, stream

auffallig.............................................................conspicuous

aussen.............................................................. outer, outside

B

baggerrinne ................................................ dredged channel

bai...........................................................................bay, cove

bake, baken ................................................ beacon, beacons

Balje.................................................channel between sands

bank, untiefe.......................................... bank (shallow area)

berg ........................................................................mountain

betonnung................................................................ buoyage

binnen........................................................................... inner

blau.................................................................................blue

bodden.............................................................................bay

boot ................................................................................boat

brecher, brandung ................................................... breakers

brucke......................................................................... bridge

bucht................................................................................bay

busch ............................................................................. bush

D

dalben....................................................................... dolphin

damn........................................................ dam, embankment

deich...............................................................................dike

deviationsbake........................................... deviation beacon

doek, hafenbecken ............................dock (alongside berth)

dorf.............................................................................village

drahtschleppgerat.................................................. wire drag

drehbrucke ......................................................... drawbridge

dune...............................................................................dune

durchfart.....................................................passage, channel

E

ebbe..........................................................................ebb tide

eck, ecke...........................................................angle, corner

ehe.....................................................channel for small craft

eiland........................................................................... island

einfahrt .................................................................... entrance

eisenbahn ..................................................................railway

eisfeld........................................................................icefield

eissignale..............................................................ice signals

F

faden.......................................................................... fathom

fahre ..............................................................................ferry

fahrwasser ................................................navigable channel

feilsgrund........................................................rock (bottom)

festmachetonne .............................................. mooring buoy

feuerschiff...............................................................lightship

fischerei .....................................................................fishery

fischstaken ............................................................ fish weirs

fluss............................................................................... river

flut......................................................................... flood tide

flutbecken ............................................................ tidal basin

forde...................................................................... inlet, gulf

funkfeuer........................................................... radiobeacon

funkmast ............................................................... radiomast

G

gat ....................................................channel between banks

gebiet ............................................................................. area

gefahrsignale..................................................danger signals

gegenstrom.....................................................countercurrent

gelb ............................................................................ yellow

geloscht............................................................ extinguished

gezeiten...........................................................................tide

gezeitenstromwirbel ............................................... tide race

glockentonne.......................................................... bell buoy

golf................................................................................. gulf

grenze .......................................................... boundary, limit

gross-; e, er, es ....................................................great, large

grun..............................................................................green

grund............................................................................ shoal

H

hafen .......................................................................... harbor

hafengrenze........................................................harbor limit

hafensignale....................................................... port signals

hafenzeit ............................... vulgar establishment (of port)

haff..................................................lagoon, fresh water lake

haken.............................................................................point

halbinsel.................................................................peninsula

hauptfahrwasser.......................................main ship channel

heultonne ......................................................... whistle buoy

hochwasser...........................................................high water

hoft................................................................ foreland, point

hohe .......................................................... height, hill, ridge

holz ................................................................. woods, forest

hoved ..................................................................... headland

hugel ................................................................................hill

huk .............................................................cape, point, head

I

insel............................................................................. island

K

kai ......................................................................... pier, quay

kanal ............................................................................ canal

kap .................................................................................cape

kapelle........................................................................ chapel

kartennull...........................................................chart datum

GERMAN English
Pub. 192

Glossaries 231 

kirche .........................................................................church

klein .............................................................................small

klippe ....................................................................cliff, rock

knoten.............................................................................knot

kreisfunkfeuer ................................................... radiobeacon

kuppel.........................................................................cupola

kurs............................................................................. course

kustenwache....................................................... coast guard

L

ladeplatz...................................................................... wharf

landenge................................................................... isthmus

landungsbrucke ..................................................... pier, jetty

leitfeuer ............................................................... range light

leitmarken, leitbaken.........................................range marks

leuchttonne........................................................... light buoy

leuchtturm ............................................................lighthouse

lot ................................................................... sounding lead

lotse............................................................................... pilot

lotsenstelle .........................................................pilot station

M

marsch.........................................................................marsh

meer .................................................................................sea

meerenge..................................................................narrows

meeresarm........................................................ estuary, inlet

mittel ..........................................................................middle

mittelwasser ................................................. mean tide level

muhle ............................................................................. mill

munde, mundung ................................... mouth of river, etc.

N

nachrichten fur seefahre...........................notice to mariners

nebel................................................................................ fog

neue, neu, neues............................................................. new

nieder ...........................................................................lower

niedrigwasser ........................................................low water

niss ...................................................................... cape, point

nord .............................................................................. north

O

ober ..............................................................................upper

ort................................................................................. place

ortschaft ...........................................................town, village

ost................................................................................... east

ostsee......................................................................the baltic

P

pegel....................................................................... tide gage

peilung ......................................................................bearing

pier ................................................................................. pier

platz.............................................................................. place

poller ......................................................................... bollard

punkt ............................................................. position, point

R

radarstelle..............................................coastal radar station

rathaus....................................................................town hall

GERMAN English

reede ......................................................................roadstead

rettungsstelle..............................................lifesaving station

richtfeuer..............................................................range light

riff ...................................................................................reef

riffgrund.......................................................... rocky ground

rinne............................................................. narrow channel

rot.....................................................................................red

S

sand................................................................................sand

schiffahr shirdern..........................obstruction to navigation

schiffahr swege ..............................................shipping lanes

schleuse...............................................................lock, sluice

schleusensignale ................................................lock signals

schlick............................................................................mud

schloss..........................................................................castle

schornstern..........................................chimney, smokestack

schwartz....................................................................... black

schwimmdock............................................ floating drydock

schwingdrucke................................................. swing bridge

see ........................................................................... sea, lake

seedeich ....................................................................seawall

seegat .........................................................entrance channel

seegras ........................................................................... kelp

seekarte .........................................................................chart

seemeile ........................................................... nautical mile

seetang, seegras ...............................................kelp seaweed

spiegel..................................................................... reflector

spitze..................................................... summit, peak, point

stadt....................................................................... city, town

stein.............................................................................. stone

strand ................................................................shore, beach

strom .............................................................current, stream

stromkabbelung ....................................... overfalls, tide rips

stromrichtung........................................ set (of tidal current)

strudel ..........................................................eddy, whirlpool

sturmsignale.....................................................storm signals

sud................................................................................ south

sumpf .................................................................swamp, bog

sund................................................................... sound, strait

T

tagmarke .................................................................daymark

tidehafen .............................................................. tidal basin

tidenhub .........................................................range (of tide)

tief...................................................................deep, channel

tiefgang ........................................................draft (of vessel)

tonne .............................................................................buoy

toppzeichen..............................................................topmark

trockendock .............................................................drydock

turm..............................................................................tower

U

ufer....................................... river bank, beach, coast, shore

unreiner grund ................................................... foul ground

unter..................................................................under, lower

unterstromung.................................................. undercurrent

untersuchungsankerplatz .................examination anchorage

GERMAN English
Pub. 192 

232 Glossaries

unterwasserkabel.........................................submarine cable

untiefe ................................................................ bank, shoal

V

verboten ............................................................... prohibited

vermuren ................................................................. mooring

versandet ...................................................silted up, shoaled

W

wald...................................................................wood, forest

wasserstande ....................................................... water level

wasserstelle ................................................... watering place

GERMAN English

weiss ............................................................................white

wellenbrecher ..................................................... breakwater

west................................................................................west

wiek ............................................................ bay, inlet, cover

windmotor........................................................... windwheel

windmuhle ............................................................. windmill

wrack .......................................................................... wreck

Z

zeitweilig ............................................................. temporary

zerstort .................................................................. destroyed

zollgrenze ................................................customs boundary

zugbrucke..............................................................lift bridge

GERMAN English
Pub. 192

Glossaries 233

Danish

DANISH English

A

aa................................................................................ rivulet

anlaegsbro ...................................................................... pier

B

baek............................................................................. brook

baelte.............................................................................band

bake........................................................................... beacon

bakke............................................................................... hill

banke.............................................................................bank

begt........................................................................bay, bight

berg ..................................................... castle, fortified place

bjerg .......................................................................mountain

bredning .............................................wide place in channel

bro .................................................................................. pier

brygge ................................................................quay, wharf

bundgarn .................................................................seine net

by ..................................................................................town

D

dal, dale............................................................ valley, gorge

drag .......................................................................... isthmus

dyb ................................................................................ deep

dybde............................................................................depth

F

farvand, farvandet .................................................... fairway

fjord...............................................................................fjord

flak .................................................................................. flat

flogetonde ........................................................ whistle buoy

fyr.................................................................................. light

G

gab.............................................................................. mouth

gammel.............................................................................old

gittermast ................................................framework beacon

grat .................................................................................gray

gron ..............................................................................green

grund .....................................................................shoal area

H

hage...................................................................... shoal, spit

hale.................................................................spit, peninsula

havn............................................................................ harbor

hoj ......................................................................... hill, point

holm ............................................................................ island

hoved............................................................point, headland

huk ............................................................................... point

hus............................................................................... house

hvidt .............................................................................white

I

inder..............................................................................inner

K

kalv .................................................................detached islet

kanal ............................................................................ canal

klev ................................................................................ cliff

klint.......................................................................cliff, bluff

klit....................................................................... sand dunes

knold ................................................................... knol, shoal

knude ............................................................................point

kysten............................................................................coast

L

lang ................................................................................long

lille.................................................................................little

lob ............................................................................ channel

lods ................................................................................pilot

lyd ............................................................................... sound

lys ..................................................................................light

M

middelgrund.................................................. middle ground

minde ..........................................................................mouth

molle .............................................................................. mill

munding.......................................................................outlet

N

naeb...............................................................................point

naes ....................................................point, cape, peninsula

nakke..........................................................point, cape, bluff

nor...........................................................shallow inlet basin

nord.............................................................................. north

ny ................................................................................... new

O

o .................................................................................. island

odoe ...................................................point, peninsula, cape

ore .....................................................shoal, point, peninsula

ostee................................................................................east

ostersoen ................................................................ the baltic

P

plade ............................................................................ shoal

pulle ............................................................................. shoal

pynt ............................................................. point, peninsula

R

red ..........................................................................roadstead

redningstatien ............................................lifesaving station

rende ........................................................................ channel

rev ...................................................................reef, sand flat

revle ..................................................................... reef, shoal

rod....................................................................................red

DANISH English
Pub. 192 

234 Glossaries

ron ..................................................................... rocky ledge

S

sand ................................................... shoal, sand flat, beach

sandhage....................................................................... shoal

skance..............................................................................fort

skow, skoven ................................................................forest

slot................................................................................castle

sluse ...............................................................................lock

snaevrinjen .........................................................the narrows

so, soen.............................................................. lake, lagoon

sojord ......................................................................sand flat

spids ............................................................................. point

steil............................................................................... steep

store........................................................................big, great

strom ......................................................................... current

DANISH English

sund............................................................................. sound

syd................................................................................ south

T

tage ..................................................................................fog

tange ..............................................................tongue of land

tarn...............................................................................tower

V

vest.................................................................................west

vig .......................................................bay, inlet, bight, cove

vrag ............................................................................. wreck

Y

yder ...............................................................................outer

DANISH English
235

 Pub. 192

How to use the Index—Gazetteer

Geographic names of navigational features are generally those used by the nation having sovereignty and are listed

alphabetically. Diacritical marks, such as accents, cedillas, and circumflexes, which are related to specific letters in certain foreign

languages, are not used in the interest of typographical simplicity.

Geographic names or their spellings do not necessarily reflect recognition of the political status of an area by the United States

Government. Positions are approximate and are intended merely as locators to facilitate reference to the charts.

To use as a Gazetteer note the position and Sector number of the feature and refer to the Chart Information diagram for the

Sector. Plot the approximate position of the feature on this diagram and note the approximate chart number.

To use as an Index of features described in the text note the paragraph number at the right. To locate this feature on the best

scale chart use the Gazetteer procedure above. 

Index—Gazetteer

Position

° ' ° '

Position

° ' ° '

Sec

. 

Sec

. 

A

A1 LIGHT BUOY 51 22 N 2 53 E 6.13

A249 BRIDGE 51 23 N 0 45 E 5.22

ABERLADY BAY 56 01 N 2 53 W 1.9

ACKUMER EE 53 43 N 7 27 E 8.20

AKKAERT BANK 51 23 N 2 50 E 6.3

ALDEBURGH 52 09 N 1 36 E 3.39

ALEXANDRA CHANNEL 51 30 N 1 10 E 4.10

ALNMOUTH 55 23 N 1 37 W 2.13

ALNMOUTH BAY 55 22 N 1 34 W 2.13

ALTE EMS 53 31 N 6 41 E 8.13

ALTE WESER 53 55 N 7 58 E 8.27

ALTE WESER LIGHT 53 52 N 8 08 E 8.21

ALTENBRUCH 53 50 N 8 46 E 9.5

AMBLE 55 20 N 1 35 W 2.14

AMELAND 53 27 N 5 47 E 8.8

AMRUM 54 38 N 8 21 E 9.23

AMRUM BANK 54 38 N 8 00 E 9.19

AMSTERDAM 52 22 N 4 54 E 7.18

ANSTRUTHER EASTER 56 13 N 2 42 W 1.22

ANTWERP 51 13 N 4 24 E 6.24

ANTWERPEN 51 13 N 4 24 E 6.24

B

BACTON 52 51 N 1 29 E 3.33

BALTRUM 53 44 N 7 24 E 8.19

BARKING REACH 51 31 N 0 07 E 5.10

BARNS NESS 55 59 N 2 27 W 2.2

BARROW DEEP 51 38 N 1 14 E 4.6

BASS ROCK 56 05 N 2 39 W 1.3

BATH 51 24 N 4 12 E 6.22

BATTERY POINT 56 00 N 3 23 W 1.15

BAWDSEY BANK 52 00 N 1 33 E 4.14

BAWDSEY CLIFF 52 00 N 1 25 E 4.12

BEAMER ROCK 56 00 N 3 25 W 1.23

BENACRE NESS 52 24 N 1 44 E 3.38

BERWICK 55 46 N 2 00 W 2.5

BERWICK BAY 55 45 N 1 55 W 2.6

BERWICK-UPON-TWEED 55 46 N 2 00 W 2.5

BID DOWSING LT PLATFORM 53 34 N 0 53 E 3.17

BLABJERG 55 45 N 8 15 E 9.33

BLACK DEEP 51 40 N 1 25 E 4.7

BLACK ROCKS POINT 55 37 N 1 33 W 2.7

BLACKWALL REACH 51 30 N 0 00 W 5.14

BLACKWELL POINT 51 30 N 0 03 E 5.13

BLAE ROCK 56 03 N 3 11 W 1.6

BLAKENEY 52 57 N 1 02 E 3.30

BLAKENEY OVERFALLS 53 03 N 0 57 E 3.31

BLANKENBERGE 51 19 N 3 08 E 6.8

BLANKENESE 53 34 N 9 49 E 9.14

BLAVANDS HUK 55 33 N 8 05 E 9.30

BLIGH BANK 51 36 N 2 46 E 6.2

BLYTH 55 07 N 1 30 W 2.16

BOL VAN HEIST 51 23 N 3 13 E 6.4

BOL VAN KNOKKE 51 25 N 3 18 E 6.13

BOLLEN VAN GOEREE 51 51 N 3 40 E 7.3

BORKUM 53 35 N 6 40 E 8.11

BORKUM GREAT LIGHT 53 35 N 6 40 E 8.11

BORKUM HAFEN 53 34 N 6 45 E 8.11

BORKUM RIFFGRUND 53 53 N 6 15 E 8.10

BORKUMRIFF 53 36 N 6 37 E 8.11

BOSTON 52 58 N 0 01 W 3.25

BOSTON DEEP 53 04 N 0 21 E 3.24

BOTLEK 51 53 N 4 18 E 7.9

BOVBJERG LIGHT 56 31 N 8 07 E 9.34

BRAAKMANHAVEN 51 21 N 3 46 E 6.18

BRAEFOOT BAY MARINE TML 56 02 N 3 19 W 1.17

BRAEFOOT POINT 56 02 N 3 19 W 1.16

BRAKE 53 20 N 8 29 E 8.32

BRANDARIS TOWER 53 22 N 5 13 E 7.25

BREADNELL POINT 55 33 N 1 37 W 2.12

BREMEN 53 08 N 8 46 E 8.35

BREMERHAVEN 53 32 N 8 35 E 8.28

BRESKENS 51 24 N 3 34 E 6.18

BRIDGENESS 56 01 N 3 35 W 1.26

BRIDLINGTON 54 05 N 0 11 W 3.5

BRIGHTLINGSEA 51 48 N 1 02 E 4.22

BROKEN BANK 53 21 N 2 05 E 3.14

BROWN POINT 55 02 N 1 26 W 2.17

BROWN RIDGE 52 38 N 3 19 E 7.20

BRUGES 51 14 N 3 13 E 6.10

BRUGGE 51 14 N 3 13 E 6.10

BRUNSBUTTEL 53 54 N 9 09 E 9.6

BRUSSELS 50 52 N 4 21 E 6.25

BRUXELLES 50 52 N 4 21 E 6.25

BUGSBY’S REACH 51 30 N 0 01 E 5.14

BUITEN RATEL 51 15 N 2 32 E 6.4

BUITENBANKEN 51 49 N 3 08 E 6.3

BURNHAM 51 37 N 0 50 E 4.24

BURNMOUTH 55 50 N 2 04 W 2.4

BURNTISLAND 56 03 N 3 14 W 1.18

BUSUM 54 08 N 8 52 E 9.21

BUTZFLETH TERMINAL 53 39 N 9 31 E 9.13

C

CAISTER POINT 52 39 N 1 43 E 3.35

CANVEY ISLAND TERMINAL 51 31 N 0 34 E 5.3

CHARLESTOWN 56 02 N 3 30 W 1.25

CHATHAM DOCKS 51 24 N 0 33 E 5.26

CHATHAM NESS 51 23 N 0 31 E 5.27

CLACTON-ON-SEA 51 47 N 1 09 E 4.19

COAL PIT 53 30 N 1 45 E 3.14

COCKENZIE 55 58 N 2 58 W 1.10

COCKLE GATWAY 52 43 N 1 45 E 3.36

COLCHESTER 51 53 N 0 55 E 4.22

COLNE POINT 51 46 N 1 03 E 4.21

COQUET ISLAND 55 20 N 1 32 W 2.14

CORK HOLE 51 54 N 1 25 E 4.13

CORK KNOLLS 51 56 N 1 26 E 4.13

CORK SAND 51 54 N 1 24 E 4.13

CORTON SHOAL 52 35 N 1 48 E 3.35

CORYTON OIL TERMINAL 51 31 N 0 32 E 5.3

COWBAR NAB 54 34 N 0 47 W 2.24
236 Index—Gazetteer

Pub. 192

Position Position Sec Sec

CRAIL 56 15 N 2 38 W 1.22

CRASTER SKERES 55 29 N 1 28 W 2.12

CROMBIE 56 02 N 3 32 W 1.25

CROMER 52 56 N 1 18 E 3.32

CROMER KNOLL SHOAL 53 18 N 1 18 E 3.15

CROSS SANDS 52 40 N 1 52 E 3.35

CROSS SANDS LT BUOY 52 37 N 1 59 E 3.35

CULLERNOSE POINT 55 28 N 1 35 W 2.12

CUTLER 51 59 N 1 27 E 4.14

CUXHAVEN 53 52 N 8 43 E 9.4

CUXHAVEN RADAR TOWER 53 52 N 8 43 E 9.3

D

DARNETT NESS 51 24 N 0 36 E 5.19

DELFZIJL 53 20 N 6 56 E 8.15

DEN HELDER 52 58 N 4 47 E 7.23

DEN OEVER 52 56 N 5 02 E 7.26

DER DOLLARD 53 18 N 7 10 E 8.17

DER DOLLART 53 18 N 7 10 E 8.17

DEURLOO 51 30 N 3 24 E 6.13

DITZUM 53 19 N 7 17 E 8.17

DOGGER BANK 54 40 N 2 20 E 3.4

DOMBURGER RASSEN 51 36 N 3 26 E 6.13

DORDRECHT 51 49 N 4 39 E 7.12

DR1 LIGHTED BUOY 53 04 N 2 40 E 8.2

DR2 LIGHTED BUOY 53 23 N 2 51 E 8.2

DRILL STONE 51 26 N 1 42 E 4.3

DRURIDGE BAY 55 17 N 1 33 W 2.15

DUDGEON LT BUOY 53 17 N 1 16 E 3.17,

3.19

DUDGEON SHOAL 53 16 N 0 57 E 3.16

DUKEGAT 53 28 N 6 52 E 8.13

DUNBAR 56 00 N 2 31 W 2.2

DUNWICH CLIFFS 52 16 N 1 38 E 3.39

DYSART 56 08 N 3 07 W 1.19

E

EAST BARROW 51 38 N 1 11 E 4.7

EAST HINDER BANK 51 33 N 2 39 E 6.2

EAST SWALE 51 22 N 0 57 E 4.30

EAST SWIN 51 40 N 1 09 E 4.9

EAST SWIN OR KING’S CHANNEL 51 45 N 1 25 E 4.6

EEMSHAVEN 53 27 N 6 50 E 8.14

EGMOND AAN ZEE 52 37 N 4 37 E 7.19

EIDER RIVER 54 12 N 8 36 E 9.22

EIDERSTEDT PENINSULA 54 20 N 8 38 E 9.23

EKOFISK FIELD 56 33 N 3 13 E 9.32

ELBE LIGHTED BUOY 54 00 N 8 07 E 9.2

ELBE RIVER 53 58 N 8 33 E 9.2

ELBOW 51 22 N 1 31 E 4.26

ELIE NESS 56 11 N 2 49 W 1.21

ELSFLETH 53 14 N 8 28 E 8.33

EMBLETON BAY 55 30 N 1 36 W 2.12

EMDEN 53 20 N 7 11 E 8.16

EMS RIVER 53 36 N 6 21 E 8.10

ENGELSMANPLAAT 53 27 N 6 03 E 8.9

ERITH RANDS REACH 51 29 N 0 12 E 5.10

ERITH REACH 51 30 N 0 11 E 5.10

ESBJERG 55 28 N 8 27 E 9.29

EURO LT BUOY 51 57 N 3 10 E 7.4

EUROGEUL 52 00 N 3 32 E 7.5

EUROGEUL APPROACH AREA 51 58 N 3 06 E 7.5

EUROPLATFORM 52 00 N 3 17 E 7.4

EUROPOORT 51 57 N 4 08 E 7.8

EYEMOUTH 55 52 N 2 05 W 2.4

F

FAIRWAY LTD BUOY 56 03 N 3 00 W 1.5

FAIRY BANK 51 24 N 2 20 E 6.2

FALL GAP 51 33 N 1 53 E 4.2

FANO 55 24 N 8 25 E 9.28

FANO BUGT 55 21 N 8 10 E 9.27

FARNE ISLAND 55 37 N 1 39 W 2.10

FARNE ISLANDS 55 38 N 1 37 W 2.8

FELIXSTOWE 51 57 N 1 17 E 4.16

FELIXSTOWE LEDGE 51 57 N 1 23 E 4.14

FIDDLER’S REACH 51 28 N 0 18 E 5.8

FIDRA 56 04 N 2 47 W 1.3

FIFE NESS 56 17 N 2 35 W 1.2

FILEY BAY 54 12 N 0 15 W 2.28

FILEY BRIGG 54 13 N 0 16 W 2.28

FISCHERBALJE LT 53 33 N 6 43 E 8.11

FISHERMAN’S GAT 51 35 N 1 22 E 4.8

FLAMBOROUGH HEAD 54 07 N 0 05 W 3.3

FLUSHING 51 27 N 3 36 E 6.16

FLUSHING ROAD 51 26 N 3 35 E 6.15

FOHR 54 43 N 8 30 E 9.24

FORT DE NOLLE 51 27 N 3 33 E 6.12

FORTH DW CHANNEL 56 03 N 3 04 W 1.5

FORTH RAILWAY BRIDGE 56 00 N 3 23 W 1.14

FORTH RIVER 56 01 N 3 29 W 1.23

FORTH ROAD BRIDGE 56 00 N 3 24 W 1.14

FOSDYKE BRIDGE 52 52 N 0 02 W 3.26

FOULGER’S GAT 51 38 N 1 26 E 4.8

FOULNESS POINT 51 37 N 0 57 E 4.25

FOUR FATHOMS CHANNEL 51 26 N 0 58 E 4.29

FREEMAN CHANNEL 52 58 N 0 15 E 3.24

FRIEDRICHSKOOG 54 00 N 8 52 E 9.20

FRIEDRICHSTADT 54 23 N 9 05 E 9.22

FRIESCHE ZEEGAT 53 28 N 6 04 E 8.9

FRINTON-ON-SEA 51 50 N 1 15 E 4.19

G

GALLIONS REACH 51 30 N 0 05 E 5.11

GALLOPER 51 47 N 1 58 E 4.2

GARRISON POINT 51 27 N 0 45 E 5.19

GB LIGHTFLOAT 54 11 N 7 26 E 8.2

GB LIGHTFLOAT 54 11 N 7 28 E 8.21

GEESTE RIVER 53 32 N 8 35 E 8.29

GENIUS BANK 53 36 N 8 09 E 8.23

GENT 51 04 N 3 44 E 6.21

GHENT 51 04 N 3 44 E 6.21

GILLINGHAM REACH 51 24 N 0 34 E 5.25

GIN HEAD 56 04 N 2 39 W 1.2

GLUCKSTADT 53 47 N 9 25 E 9.11

GOEREE LIGHT 51 55 N 3 40 E 7.4

GOOLE 53 42 N 0 50 W 3.12

GOOTE BANK 51 27 N 2 50 E 6.3

GORE CHANNEL 51 24 N 1 15 E 4.29

GORE POINT 52 58 N 0 33 E 3.27

GOSFORD BAY 56 00 N 2 54 W 1.9

GRAIN LNG TERMINAL 51 26 N 0 42 E 5.23

GRANGEMOUTH 56 01 N 3 43 W 1.27

GRANTON 55 59 N 3 13 W 1.12

GRAVESEND 51 27 N 0 22 E 5.5

GRAVESEND REACH 51 27 N 0 23 E 5.5

GREAT YARMOUTH 52 37 N 1 44 E 3.36

GREENWICH REACH 51 29 N 0 01 W 5.15

GRIMSBY 53 35 N 0 04 W 3.9

GROSSER VOGELSAND TOWER 54 00 N 8 29 E 9.2

GROTE REDE 51 15 N 2 51 E 6.4

GULLANE POINT 56 02 N 2 52 W 1.9

GUNFLEET OLD LTHOUSE 51 46 N 1 20 E 4.6

GUNFLEET SAND 51 45 N 1 15 E 4.6

GW/EMS LIGHTFLOAT 54 10 N 6 21 E 8.2

GZ LIGHTED BUOY 51 24 N 2 44 E 6.13

H

HAAKSGRONDEN 52 58 N 4 40 E 7.21

HAISBOROUGH GAT 52 49 N 1 56 E 3.34

HAISBOROUGH SAND 52 57 N 1 40 E 3.34

HALFWAY REACH 51 31 N 0 09 E 5.10

HAMBURG 53 33 N 9 56 E 9.15

HAMMERSMITH BRIDGE 51 29 N 0 14 W 5.18

HAMMOND KNOLL 52 52 N 1 55 E 3.34

HANSTHOLM 57 07 N 8 36 E 9.36

HANSWEERT 51 26 N 4 01 E 6.23

HAPPISBURGH 52 49 N 1 32 E 3.34

HARLE 53 47 N 7 50 E 8.20

HARLINGEN 53 11 N 5 25 E 7.27

HARTLEPOOL 54 42 N 1 11 W 2.22

HARWICH 51 57 N 1 17 E 4.16

HARWICH APPROACH LT BUOY 51 57 N 1 31 E 4.15

HAWKCRAIG POINT 56 03 N 3 17 W 1.16
Index—Gazetteer 237

 Pub. 192

Position Position Sec Sec

HELGOLAND 54 11 N 7 53 E 9.16

HEN AND CHUCKENS 56 02 N 3 38 W 1.25

HEVER RIVER 54 23 N 8 24 E 9.25

HEWETT RIDGES 52 59 N 2 00 E 3.15

HOEK VAN HOLLAND 51 59 N 4 07 E 7.4

HOEK VAN HOLLAND HARBOR 51 59 N 4 08 E 7.7

HOHE WEG LIGHT 53 43 N 8 15 E 8.27

HOLLESLEY BAY CHANNEL 52 02 N 1 30 E 4.14

HOLM CHANNEL 52 33 N 1 48 E 3.36

HOLMSLAND KLIT 56 00 N 8 09 E 9.33

HOLY ISLAND 55 41 N 1 47 W 2.7

HOOKSIEL 53 38 N 8 02 E 8.23

HOOKSIEL PLATE 53 39 N 8 09 E 8.23

HOPETOUN MONUMENT 55 59 N 2 48 W 1.9

HORNS REV 55 31 N 7 45 E 9.30

HORNSEA 53 55 N 0 10 W 3.6

HORNUM 54 45 N 8 18 E 9.26

HORSE CHANNEL 51 25 N 1 10 E 4.29

HOUND POINT TERMINAL 56 00 N 3 22 W 1.13

HOWDEN DYKE 53 45 N 0 52 W 3.13

HUBERTGAT 53 35 N 6 20 E 8.12

HUISDUINEN LIGHT 52 53 N 4 43 E 7.21

HULL 53 45 N 0 17 W 3.11

HUMBER BRIDGE 53 42 N 0 27 W 3.7

HUMBER LIGHT FLOAT 53 39 N 0 20 E 3.7

HUMBER RIVER 53 33 N 0 10 E 3.7

HUMBERSIDE 53 33 N 0 10 E 3.7

HUNTE RIVER 53 15 N 8 29 E 8.33

HUSUM 54 29 N 9 03 E 9.25

HVIDESANDE KANAL 55 49 N 8 12 E 9.33

I

IJ1 LIGHTED BUOY 52 30 N 3 52 E 7.15

IJ-GEUL 52 29 N 4 24 E 7.15

IJ-GEUL APPROACH AREA 52 30 N 4 00 E 7.15

IJM C LIGHTED BUOY 52 29 N 4 24 E 7.15

IJMUIDEN 52 28 N 4 35 E 7.16

IJSSELMEER 52 52 N 5 12 E 7.28

IMMINGHAM 53 38 N 0 12 W 3.10

INCH GARVIE 56 00 N 3 23 W 1.7

INCHCOLM 56 02 N 3 18 W 1.7

INCHKEITH 56 02 N 3 08 W 1.6

INDEFATIGABLE BANKS 53 32 N 2 21 E 3.14

INNER BANK 53 12 N 2 02 E 3.14

INNER DOWSING LT BUOY 53 20 N 0 34 E 3.21

INNER GABBARD 51 54 N 1 54 E 4.2

INTER BANK LT BUOY 51 17 N 1 52 E 4.2

INVERKEITHING 56 02 N 3 24 W 1.15

IPSWICH 52 03 N 1 10 E 4.18

ISLE OF GRAIN 51 27 N 0 42 E 5.3

ISLE OF MAY 56 11 N 2 33 W 1.3

ISLE OF SHEPPEY 51 24 N 0 53 E 4.30

J

JADE 53 49 N 7 57 E 8.22

JADE 2 LT BUOY 53 52 N 7 47 E 8.21

JADE BUSEN 53 28 N 8 12 E 8.25

JADE/WESER LT BUOY 53 58 N 7 39 E 8.21

JARROW 54 59 N 1 29 W 2.18

JUIST 53 40 N 6 52 E 8.19

JUTLAND BANK 56 47 N 7 15 E 9.32

K

KALOO 51 34 N 3 21 E 6.13

KALOO (K) LT BUOY 51 35 N 3 23 E 6.13

KAMPEN LIGHT 54 57 N 8 20 E 9.26

KATWIJK AAN ZEE 52 12 N 4 24 E 7.14

KB LIGHT BUOY 51 21 N 2 43 E 6.13

KENTISH KNOCK 51 39 N 1 37 E 4.3

KETHOLE REACH 51 25 N 0 39 E 5.24

KIEL CANAL 53 53 N 9 08 E 9.7

KIJKDUIN LIGHT 52 57 N 4 44 E 7.21

KINCARDINE 56 04 N 3 43 W 1.28

KING'S LYNN 52 45 N 0 24 E 3.28

KINGHORN NESS 56 04 N 3 10 W 1.19

KINGSFERRY BRIDGE 51 23 N 0 45 E 5.22

KINGSTON UPON HULL 53 45 N 0 17 W 3.11

KIRKCALDY 56 07 N 3 09 W 1.19

KNOB CHANNEL 51 31 N 1 10 E 4.10

KNOB GAT 51 32 N 1 01 E 4.6

KNOB SHOAL 51 32 N 1 10 E 4.8

KNOCK 53 20 N 7 01 E 8.13

KNOCK DEEP 51 38 N 1 32 E 4.9

KNOCK JOHN 51 34 N 1 09 E 4.7

KNOCK JOHN CHANNEL 51 33 N 1 09 E 4.7

KNOCK JOHN TOWER 51 34 N 1 10 E 4.7

KORNWERDERZAND 53 04 N 5 20 E 7.26

KRUISHOOFD 51 24 N 3 28 E 6.11

KUEERENS 51 36 N 3 26 E 6.13

KUGEL BEACON 53 54 N 8 41 E 9.3

KWINTE BANK 51 16 N 2 38 E 6.4

L

LANDGUARD POINT 51 56 N 1 19 E 4.12

LANGENESS 54 38 N 8 32 E 9.24

LANGEOOG 53 45 N 7 32 E 8.20

LARGO 56 13 N 2 56 W 1.21

LARGO BAY 56 12 N 2 56 W 1.21

LAUWERSZEE 53 23 N 6 10 E 8.9

LEER 53 14 N 7 27 E 8.17

LEITH 55 59 N 3 11 W 1.11

LEITH CHANNEL 56 02 N 3 04 W 1.8

LEMAN BANK 53 06 N 1 59 E 3.15

LILLE FISKER BANKE 56 48 N 6 21 E 9.32

LIMEHOUSE REACH 51 30 N 0 02 W 5.16

LIMFJORDEN 56 43 N 8 13 E 9.35

LIST 55 01 N 8 26 E 9.26

LISTERTIEF 55 04 N 8 27 E 9.26

LITTLE NORE ANCHORAGE 51 27 N 0 45 E 5.19

LIZARD POINT 54 58 N 1 22 W 2.19

LODBJERG LIGHT 56 49 N 8 16 E 9.36

LONDON 51 27 N 0 21 E 5.1

LONDON PILOTAGE 51 52 N 1 17 E 4.1

LONG REACH 51 28 N 0 15 E 5.9

LONG SAND 51 38 N 1 26 E 4.3

LONGSTONE 55 39 N 1 36 W 2.9

LOWER HOPE REACH 51 28 N 0 27 E 5.4

LOWER POOL 51 30 N 0 03 W 5.16

LOWESTOFT 52 29 N 1 45 E 3.37

LYNGVIG LIGHT 56 03 N 8 06 E 9.34

M

MAAS CENTER LT BUOY 52 01 N 3 54 E 7.4

MAASGEUL 52 00 N 4 00 E 7.5

MAASMOND 51 59 N 4 03 E 7.5

MAASSLUIS 51 55 N 4 15 E 7.9

MAASVLAKTE LIGHT 51 58 N 4 01 E 7.4

MABLETHORPE 53 20 N 0 15 E 3.20

MANDO 55 17 N 8 33 E 9.27

MAPLIN SANDS 51 35 N 0 58 E 4.25

MAPLIN SPIT 51 36 N 1 06 E 4.8

MARGARET NESS 51 30 N 0 06 E 5.13

MARGATE 51 23 N 1 23 E 4.27

MARGATE SAND 51 26 N 1 20 E 4.11

MARR BANK 56 23 N 1 40 W 1.3

MARSDEN POINT 54 59 N 1 23 W 2.19

MARSDIEP 52 58 N 4 45 E 7.22

MASS TSS 51 58 N 3 15 E 7.4

MBN LIGHTED BUOY 51 21 N 2 46 E 6.13

MEDUSA CHANNEL 51 53 N 1 19 E 4.14

MELDORFER BUCHT 54 04 N 8 52 E 9.21

MELLUMPLATE LIGHT 53 46 N 8 06 E 8.21

MEMMERT 53 38 N 6 53 E 8.19

MERSEA ISLAND 51 47 N 0 57 E 4.21

METHIL 56 11 N 3 00 W 1.20

MG LIGHTED BUOY 53 04 N 4 39 E 7.22

MIDDELBANK 51 42 N 3 21 E 7.3

MIDDELBURG 51 30 N 3 37 E 6.17

MIDDLE DEEP 51 40 N 1 12 E 4.8

MIDDLE KERKEBANK 51 18 N 2 44 E 6.4

MINSENER OOG 53 46 N 8 01 E 8.23

MISTLEY 51 57 N 1 05 E 4.17

MITTEL RINNE 53 49 N 8 00 E 8.23

MITTELPLATE A PLATFORM 54 02 N 8 44 E 9.20
238 Index—Gazetteer

Pub. 192

Position Position Sec Sec

MITTELRINNE 53 58 N 8 33 E 9.3

MIUNDESLEY 52 53 N 1 26 E 3.33

MOLENGAT 53 01 N 4 41 E 7.22

MORTIMER'S DEEP 56 02 N 3 18 W 1.16

MOUSE 51 32 N 1 04 E 4.7

MOUSE CHANNEL 51 32 N 1 01 E 4.6

MUSSELBURGH 55 57 N 3 03 W 1.10

N

NAUW VAN BAT 51 24 N 4 12 E 6.14

NE SPIT LT BUOY 51 28 N 1 30 E 4.10

NEU FAHRWASSER 54 02 N 8 40 E 9.20

NEUE WESER 53 52 N 7 52 E 8.27

NEUER LEUCHTERGRUND 53 59 N 8 31 E 9.3

NEUWERK LIGHT 53 55 N 8 30 E 9.2

NEVGENVAAM 51 16 N 2 40 E 6.4

NEW HOLLAND 53 42 N 0 21 W 3.12

NEWARP BANKS 52 46 N 1 54 E 3.35

NEWARP LIGHTSHIP 52 48 N 1 56 E 3.34

NEWBIGGIN POINT 55 11 N 1 30 W 2.15

NEWCASTLE 54 58 N 1 35 W 2.18

NEWTON SKERE 55 33 N 1 29 W 2.12

NHR-N LIGHTED BUOY 52 11 N 3 05 E 7.4

NHR-SE LIGHTED BUOY 51 45 N 2 40 E 7.4

NIEUWE SLUIS LIGHT 51 25 N 3 31 E 6.11

NIEUWE WATERWEG 51 57 N 4 08 E 7.6

NIEUWPOORT 51 08 N 2 45 E 6.6

NOORD HINDER LT BUOY 52 00 N 2 51 E 7.4

NOORDERHOOFD LIGHT 51 32 N 3 26 E 6.12

NOORDPAS 51 12 N 2 38 E 6.4

NOORDWIJK AAN ZEE 52 15 N 4 26 E 7.14

NOORDZEEKANAAL 52 28 N 4 38 E 7.17

NORD OSTSEE KANAL 53 53 N 9 08 E 9.7

NORDDEICH 53 38 N 7 10 E 8.19

NORDENHAM 53 29 N 8 29 E 8.31

NORDER ELBE 54 03 N 8 17 E 9.20

NORDERNEY 53 43 N 7 15 E 8.19

NORDERPIEP 54 11 N 8 28 E 9.21

NORDERRINNE 53 59 N 8 33 E 9.3

NORDSTRAND 54 30 N 8 55 E 9.24

NORTH BERWICK 56 04 N 2 43 W 1.9

NORTH CHANNEL 56 03 N 3 07 W 1.5

NORTH EAST SPIT 51 27 N 1 28 E 4.10

NORTH EDINBURGH CHANNEL 51 33 N 1 19 E 4.9

NORTH FALLS 51 39 N 1 56 E 4.2

NORTH FORELAND 51 23 N 1 27 E 4.26

NORTH HAISBORO LT BUOY 53 00 N 1 32 E 3.33

NORTH HINDER BANK 51 37 N 2 34 E 6.2

NORTH KNOB 51 33 N 1 08 E 4.7

NORTH QUEENSFERRY 56 01 N 3 24 W 1.14

NORTH SMITHIC 54 05 N 0 05 W 3.5

NORTH SUNDERLAND 55 35 N 1 39 W 2.11

NORTHFLEET HOPE REACH 51 28 N 0 20 E 5.6

O

OAZE 51 30 N 1 00 E 4.7

OAZE DEEP 51 30 N 1 02 E 4.7

OLDENBURG 53 07 N 8 13 E 8.33

OOSTDYCK RADAR TOWER 51 16 N 2 27 E 6.2

OOSTENDE 51 14 N 2 55 E 6.7

OOSTENDE BANK 51 18 N 2 48 E 6.4

OOSTENDE BANK N LT BUOY 51 21 N 2 53 E 6.13

OOSTGAT 51 23 N 3 13 E 6.13

ORFORD HAVEN 52 03 N 1 28 E 4.12

ORFORD NESS 52 05 N 1 35 E 4.12

ORHAGE 57 03 N 8 29 E 9.36

OSTE RIVER 53 51 N 8 59 E 9.5

OSTEREMS 53 38 N 6 47 E 8.12

OSTFRIESISCHE GATJE 53 23 N 6 58 E 8.13

OTTERNDORF 53 49 N 8 54 E 9.5

OTZUMER BALJE 53 46 N 7 38 E 8.20

OUTER DOWSING CHANNEL 53 25 N 1 00 E 3.17

OUTER DOWSING SHOAL 53 27 N 1 07 E 3.15

OUTER FISHERMAN LT BUOY 51 34 N 1 25 E 4.8

OUTER GABBARD 51 58 N 2 03 E 4.2

OUTER GABBARD LT BUOY 51 58 N 2 04 E 4.2

OUTER PASSAGE 51 55 N 1 48 E 4.2

OUTER SAND LT BUOY 53 36 N 0 29 E 3.7

OUTER SILVER PIT 54 05 N 2 10 E 3.4

OUTER TONGUE LT BUOY 51 31 N 1 26 E 4.8

OUTER WELL BANK 54 10 N 2 00 E 3.4

OVERLAND PASSAGE 51 25 N 1 03 E 4.29

OWER BANK 53 11 N 1 56 E 3.14

OXCARS 56 01 N 3 17 W 1.6

P

PAN SAND 51 28 N 1 10 E 4.10

PAPENBURG 53 06 N 7 23 E 8.17

PELLWORM 54 31 N 8 39 E 9.24

PERNIS 51 53 N 4 22 E 7.10

PETTEMERPOLDER 52 47 N 4 37 E 7.19

PETTEN 52 46 N 4 40 E 7.19

PINUP REACH 51 24 N 0 36 E 5.25

PITTENWEEM 56 13 N 2 44 W 1.22

PLATTERS 51 56 N 1 21 E 4.14

PORT EDGAR 56 00 N 3 25 W 1.26

PORT OF FELIXSTOWE 51 57 N 1 17 E 4.16

PORT OF TYNE 55 00 N 1 30 W 2.18

PRINCES APPROACH LT BUOY 51 29 N 1 23 E 4.10

PRINCES CHANNEL 51 29 N 1 15 E 4.10

PROTECTOR OVERFALLS 53 25 N 0 25 E 3.20

Q

QUEEN ELIZABETH II BRIDGE 51 28 N 0 16 E 5.9

QUEENBOROUGH 51 25 N 0 45 E 5.21

QUEENS CHANNEL 51 28 N 1 18 E 4.11

QUEENSFERRY 55 59 N 3 23 W 1.14

R

RABS BANK 51 36 N 3 08 E 6.3

RACE BANK 53 11 N 0 54 E 3.16

RANDZELGAT 53 34 N 6 40 E 8.13

RECULVER 51 23 N 1 12 E 4.27

RED SAND 51 29 N 1 01 E 4.7

RED SAND TOWERS 51 29 N 1 00 E 4.7

REDCAR 54 37 N 1 04 W 2.24

REDE VAN VLISSINGEN 51 26 N 3 35 E 6.15

RENDSBURG 54 18 N 9 41 E 9.9

REPORTING SYSTEMS 50 00 N 2 30 W 2.1

RICHMOND BRIDGE 51 28 N 0 18 W 5.18

RIDHAM DOCK 51 23 N 0 46 E 5.22

RIFFGAT 53 39 N 6 28 E 8.12

RINGKOBING 56 05 N 8 15 E 9.33

RIVER BLACKWATER 51 45 N 0 55 E 4.23

RIVER COLNE 51 46 N 1 02 E 4.22

RIVER CROUCH 51 37 N 0 56 E 4.24

RIVER MEDWAY 51 26 N 0 44 E 5.19

RIVER SWALE 51 25 N 0 44 E 5.21

RIVER TEES 54 39 N 1 08 W 2.23

ROARING MIDDLE LIGHTFLOAT 52 58 N 0 21 E 3.24

ROBBENPLATE LIGHT 53 41 N 8 24 E 8.27

ROBIN HOOD’S BAY 54 26 N 0 30 W 2.26

ROCHESTER BRIDGE 51 23 N 0 30 E 5.27

RODE KLIT SAND 55 11 N 8 10 E 9.27

ROMO 55 08 N 8 31 E 9.27

ROSYTH 56 01 N 3 26 W 1.24

ROTER SAND TOWER 53 31 N 8 05 E 8.21

ROTTERDAM 51 54 N 4 29 E 7.11

ROUGH CHANNEL 51 56 N 1 25 E 4.13

ROUGH SHOALS 51 54 N 1 28 E 4.13

ROUGH TOWER 51 54 N 1 29 E 4.13

RUNSWICK BAY 54 32 N 0 44 W 2.24

S

SAINT EDMUND’S POINT 52 57 N 0 30 E 3.27

SAINT PETER LIGHT 54 17 N 8 39 E 9.23

SALES POINT 51 45 N 0 56 E 4.21

SALTFLEET 53 25 N 0 10 E 3.20

SALTPAN REACH 51 26 N 0 42 E 5.23

SALTWICK NAB 54 29 N 0 35 W 2.26

SCARBOROUGH 54 17 N 0 24 W 2.27

SCHAAR 51 41 N 3 10 E 7.3
Index—Gazetteer 239

 Pub. 192

Position Position Sec Sec

SCHAAR 51 41 N 3 15 E 6.3

SCHARHORN 53 57 N 8 26 E 9.2

SCHELDE 51 26 N 3 35 E 6.14

SCHEUR 51 24 N 3 10 E 6.13

SCHEVENINGEN 52 06 N 4 16 E 7.13

SCHIEDAM 51 54 N 4 24 E 7.10

SCHIERMONNIKOOG 53 30 N 6 15 E 8.9

SCHILBOLSNOL LIGHT 53 00 N 4 46 E 7.21

SCHILLIG OLD LT TOWER 53 42 N 8 01 E 8.23

SCHLUSSELTONNE LT BUOY 53 56 N 7 55 E 8.21

SCHOUWENBANK 51 46 N 3 24 E 7.3

SCHOUWENBANK LIGHTBUOY 51 45 N 3 14 E 6.13

SCHULPENGAT 52 55 N 4 40 E 7.22

SCOLT HEAD 52 59 N 0 41 E 3.30

SCROBY SHOALS 52 39 N 1 47 E 3.35

SEA REACH 51 29 N 0 48 E 5.2

SEAHAM 54 50 N 1 19 W 2.21

SELBY 53 47 N 1 04 W 3.13

SEWERBY 54 06 N 0 09 W 3.5

SG LIGHTED BUOY 52 53 N 4 38 E 7.22

SHEERNESS 51 27 N 0 45 E 5.20

SHELL HAVEN 51 31 N 0 29 E 5.3

SHELL NESS 51 22 N 0 57 E 4.30

SHERINGHAM 52 57 N 1 13 E 3.32

SHERINGHAM SHOAL 53 03 N 1 10 E 3.19

SHIELDS HARBOR 55 00 N 1 27 W 2.18

SHINGLES 51 31 N 1 13 E 4.9

SHINGLES PATCH 51 32 N 1 18 E 4.9

SHIPWASH 51 57 N 1 37 E 4.3

SHIPWAY 51 58 N 1 35 E 4.14

SHIVERING SAND TOWER 51 30 N 1 05 E 4.10

SHIVERING SANDS 51 30 N 1 04 E 4.10

SHOEBURY NESS 51 31 N 0 47 E 4.25

SHORT REACH 51 24 N 0 33 E 5.27

SILVER PIT 53 30 N 0 40 E 3.14

SIZEWELL NUCLEAR PW STN 52 13 N 1 37 E 3.39

SKEGNESS 53 09 N 0 20 E 3.23

SKEGNESS MIDDLE 53 08 N 0 24 E 3.24

SLEDWAY 52 00 N 1 30 E 4.14

SLEDWAY 53 02 N 0 34 E 3.19

SLUISSCHE HOMPELS 51 26 N 3 26 E 6.13

SMITHS KNOLL 52 53 N 2 12 E 3.15

SMITHS KNOLL LT BUOY 52 44 N 2 18 E 3.15

SOLE PIT 53 40 N 1 32 E 3.14

SOUTER POINT 54 57 N 1 21 W 2.19

SOUTH CHANNEL 51 24 N 1 21 E 4.29

SOUTH CHANNEL 56 01 N 3 05 W 1.8

SOUTH EDINBURGH CHANNEL 51 32 N 1 15 E 4.9

SOUTH FALLS 51 25 N 1 49 E 4.2

SOUTH SAND LT BUOY 53 35 N 0 25 E 3.7

SOUTHWOLD 52 20 N 1 41 E 3.38

SPIEKEROOG 53 46 N 7 44 E 8.20

SPURN HEAD 53 35 N 0 07 E 3.7

SPURN LIGHT FLOAT 53 33 N 0 14 E 3.7

ST ABBS HEAD 55 55 N 2 08 W 2.3

ST. CLEMENT’S REACH 51 28 N 0 18 E 5.8

ST. DAVID 56 02 N 3 22 W 1.15

ST. MARY’S ISLAND 55 04 N 1 27 W 2.17

ST. MONANCE 56 12 N 2 46 W 1.21

ST. MONANS 56 12 N 2 46 W 1.21

STADERSAND TERMINAL 53 38 N 9 32 E 9.13

STEENBANK PILOT STATION 51 45 N 3 12 E 6.13

STEENBANKEN 51 40 N 3 24 E 7.3

STEINGRUND 54 14 N 8 03 E 9.17

STIRLING 56 07 N 3 56 W 1.28

STOR RIVER 53 49 N 9 24 E 9.10

STORM LIGHTED BUOY 51 52 N 1 38 E 4.3

STROOM BANK 51 14 N 2 52 E 6.4

SUDEROOGSAND 54 26 N 8 29 E 9.24

SUDERPIEP 54 06 N 8 26 E 9.21

SUNDERLAND 54 55 N 1 22 W 2.20

SUNK 51 52 N 1 38 E 4.3

SUNK CENTRE LIGHT VESSEL 51 50 N 1 46 E 4.3

SUNK INNER LIGHTED BUOY 51 51 N 1 35 E 4.3

SUNK SAND 51 40 N 1 22 E 4.6

SUTTON BRIDGE 52 40 N 0 07 E 3.29

SWA LIGHTED BUOY 51 22 N 2 46 E 6.13

SWARTE BANK 53 24 N 2 10 E 3.14

SYLT 54 53 N 8 20 E 9.26

T

TEESPORT 54 39 N 1 08 W 2.23

TEGELER PLATE LIGHT 53 48 N 8 11 E 8.21

TERNEUZEN 51 21 N 3 49 E 6.19

TERNEUZEN GHENT KANAL 51 20 N 3 49 E 6.20

TERSCHELLING 53 22 N 5 10 E 8.7

TERSCHELLING LIGHT 53 22 N 5 13 E 7.25

TETNEY MONOBUOY 53 32 N 0 07 E 3.8

TEXEL 53 05 N 4 48 E 7.24

THAMES TIDAL BARRIER 51 30 N 0 02 E 5.13

THAMESHAVEN TERMINAL 51 31 N 0 29 E 5.3

THAMESMEAD 51 30 N 0 07 E 5.13

THAMESPORT 51 26 N 0 42 E 5.23

THE BAYS 52 59 N 0 32 E 3.19

THE CANT 51 28 N 0 55 E 4.7

THE MIDDLE 51 40 N 1 10 E 4.8

THE NAZE 51 52 N 1 17 E 4.19

THE NORE 51 29 N 0 51 E 4.30

THE SNOOK 55 35 N 1 38 W 2.11

THE SWALE 51 22 N 0 57 E 4.30

THE WALLET 51 46 N 1 13 E 4.20

THE WARP 51 30 N 0 55 E 4.6

THE WASH 53 00 N 0 20 E 3.21

THE WOULD 52 52 N 1 40 E 3.33

THEDDLETHORPE 53 22 N 0 13 E 3.20

THORNTON BANKS 51 35 N 3 00 E 6.3

THORPE NESS 52 11 N 1 37 E 3.39

THORSMINDE HAVN 56 22 N 8 07 E 9.34

THRESHOLD 51 54 N 1 32 E 4.13

THYBORON 56 42 N 8 13 E 9.35

TILBURY DOCKS 51 27 N 0 21 E 5.7

TINSDAL 53 34 N 9 44 E 9.14

TIZARD BANK 51 33 N 1 13 E 4.8

TONGUE SAND TOWER 51 30 N 1 22 E 4.10

TONNING 54 19 N 8 57 E 9.22

TORNESS POINT 55 58 N 2 24 W 2.2

TORSMINDE HAVN 56 22 N 8 07 E 9.34

TOWER BRIDGE 51 30 N 0 04 E 5.17

TRISCHEN 54 04 N 8 41 E 9.20

TRITON KNOLL 53 24 N 0 53 E 3.16

TYNEMOUTH 55 00 N 1 30 W 2.18

U

UITDIEP 51 17 N 2 44 E 6.4

UPPER POOL 51 30 N 0 04 W 5.16

V

VEERE 51 33 N 3 40 E 6.17

VG LIGHTED BUOY 51 23 N 2 46 E 6.13

VG1 LIGHTED BUOY 51 25 N 2 48 E 6.13

VG2 LIGHTED BUOY 51 26 N 2 48 E 6.13

VL CENTER LANBY 53 27 N 4 40 E 8.2

VLAARDINGEN 51 54 N 4 21 W 7.10

VLAKTE VAN DE RAAN 51 27 N 3 13 E 6.13

VLIELAND 53 16 N 4 58 E 7.24

VLISSINGEN 51 27 N 3 36 E 6.16

W

WADDEN SEA 53 13 N 5 13 E 7.26

WADDENZEE 53 13 N 5 13 E 7.26

WADGATE LEDGE 51 56 N 1 22 E 4.14

WALCHEREN KANAL 51 27 N 3 35 E 6.17

WANDELAAR 51 23 N 3 03 E 6.4

WANDELAAR PILOT STATION 51 22 N 2 52 E 6.13

WANGEROOGE 53 47 N 7 54 E 8.20

WANGEROOGE LIGHT 53 47 N 7 52 E 8.20

WANGEROOGER FAHRWASSER 53 49 N 7 57 E 8.23

WARDEN POINT 51 25 N 0 54 E 4.30

WARKWORTH HARBOUR 55 20 N 1 35 W 2.14

WEENER 53 10 N 7 22 E 8.17

WELL BANK 53 16 N 2 00 E 3.14

WELL HIOLE 53 43 N 1 51 E 3.14

WELLS 52 58 N 0 51 E 3.30

WENDUINE BANK 51 19 N 2 59 E 6.4

WESER 53 52 N 7 52 E 8.26
240 . 

Pub. 

WEST BARROW 51 35 N 1 08 E 4.7

WEST HINDER BANK 51 27 N 2 30 E 6.2

WEST HINDER LIGHT 51 23 N 2 26 E 6.2

WEST HINDER TSS 51 20 N 2 10 E 6.1

WEST HINDER TSS 51 23 N 2 30 E 6.13

WEST SCHOUWEN LIGHT 51 43 N 3 42 E 7.2

WEST SWALE 51 25 N 0 44 E 5.21

WEST SWIN 51 33 N 1 01 E 4.9

WESTDIEP 51 10 N 2 36 E 6.4

WESTEREMS CHANNEL 53 38 N 6 24 E 8.12

WESTERHEVERSAND LIGHT 54 22 N 8 38 E 9.23

WESTERSCHELDE 51 26 N 3 35 E 6.11

WESTGAT 52 57 N 4 38 E 7.22

WESTHOOFD LIGHT 51 49 N 3 52 E 7.4

WESTKAPELLE 51 32 N 3 26 E 6.12

WEYBOURNE 52 57 N 1 08 E 3.32

WHITBY 54 29 N 0 37 W 2.25

WHITBY HIGH LIGHT 54 29 N 0 34 W 2.26

WHITING BANK 52 03 N 1 33 E 4.14

WHITSTABLE 51 22 N 1 02 E 4.28

WIELINGEN 51 23 N 3 13 E 6.13

WIELINGEN SLUIS 51 22 N 3 23 E 6.11

WILHELMSHAVEN 53 32 N 8 10 E 8.24

WINTERTON NESS 52 44 N 1 41 E 3.34

WINTERTON RIDGE 52 50 N 2 01 E 3.34

WISBECH 52 40 N 0 07 E 3.29

WITHERNSEA 53 44 N 0 01 E 3.6

WOODBRIDGE HAVEN 51 59 N 1 24 E 4.12

WOOLWICH REACH 51 30 N 0 03 E 5.12

Y

YMUIDEN 52 28 N 4 35 E 7.16

Z

ZAANDAM 52 26 N 4 50 E 7.17

ZANDDIJK GROTE KAAP LT 52 53 N 4 43 E 7.21

ZANDVOORDE 51 12 N 3 00 E 6.7

ZANDVOORT 52 23 N 4 32 E 7.14

ZEEBRUGGE 51 20 N 3 12 E 6.9

ZEEGAT VAN AMELAND 53 28 N 5 35 E 8.8

ZEEGAT VAN TERSCHELLING 53 19 N 5 08 E 7.25

ZEEGAT VAN TEXEL 52 58 N 4 44 E 7.21

ZOUTELANDE LIGHT 51 30 N 3 29 E 6.12