DOCSLIB.ORG

GMDSS and SAR 1999

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
GMDSS and SAR 1999 Focus on IMO International Maritime Organization, 4 Albert Embankment, London SE1 7SR, United Kingdom Tel: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210 Contacts: Lee Adamson – Senior External Relations Officer; Natasha Brown – External Relations Officer E-mail: [email protected] Web site: www.imo.org These documents are for background information. Please refer to the website www.imo.org for up-to-date information. March 1999 Shipping Emergencies - Search and Rescue and the GMDSS When maritime nations gathered together in 1914 to develop the first international shipping safety convention, following the loss of the Titanic two years earlier, the focus was not just on preventing shipping accidents but also improving the chances of survival if one should occur. That conference resulted in the adoption of the International Convention for the Safety of Life at Sea (SOLAS),which included regulations on provision of life- saving equipment and the safety of navigation. SOLAS, which has since been revised and updated many times, later came under the auspices of theUnited Nations International Maritime Organization (IMO), which assumed global responsibility for shipping when it came into being in 1959. While accident prevention is a major goal of the Organization, IMO has also concentrated efforts on developing world-wide, integrated systems to respond to shipping emergencies. The most significant of these are the International Convention on Maritime Search and Rescue (SAR) and the Global Maritime Distress and Safety System (GMDSS). The GMDSS - which became fully effective from 1 February 1999 - is essentially a worldwide network of automated emergency communications for ships at sea. It means that all ocean-going passenger ships and cargo ships of 300 gross tonnage and upwards must be equipped with radio equipment that conforms to international standards as set out in the system. The basic concept is that search and rescue authorities ashore, as well as shipping in the immediate vicinity of the ship in distress, can be rapidly alerted through satellite and terrestrial communication techniques to a distress incident so that they can assist in a coordinated SAR operation with the minimum of delay. The 1979 SAR Convention was designed to provide a global system for responding to emergencies and the GMDSS was established to provide it with the efficient communication support it needs. Both the GMDSS and SAR are crucial to maritime safety and they are designed to ensure that any emergency at sea will result in a distress call and the response to that call will be immediate and effective. The days when a ship could vanish without trace should then be ended. This paper includes the following sections: · Maritime Search and Rescue (SAR) · The GMDSS · The future - problems to be solved · SAR/GMDSS - the achievements · Main components of the GMDSS Maritime Search and Rescue (SAR) Although the obligation of ships to go to the assistance of vessels in distress was enshrined both in tradition and in international treaties (such as SOLAS), there was, until the adoption in 1979 of the International Convention on Maritime Search and Rescue (SAR), no international system covering search and rescue operations. In some areas there was a well-established organization able to provide assistance promptly and efficiently, in others there was nothing at all. Co-ordination and control of search and rescue operations was organized by each individual country in accordance with its own requirements and as dictated by its own resources. As a result, national organizational plans were developed along different lines. The dissimilarity of such plans and lack of agreed and standardized procedures on a world-wide basis could give rise to difficulties, particularly at the initial stages of alert. In some cases, this could result in an uneconomical use of search and rescue facilities or in unnecessary duplication of effort. IMO was charged with improving this situation and, as a first step, a manual on search and rescue operations was prepared for the guidance of those requiring assistance at sea or who find themselves in a position to provide assistance to others. It was adopted by the IMO Assembly in l97l under the title of the Merchant Ship Search and Rescue Manual (MERSAR). It was updated several times with the latest amendments being adopted in 1992 - they entered into force in 1993. MERSAR provided guidance for those who, during emergencies at sea, may require assistance from others or who may be able to provide assistance themselves. In particular, it was designed to aid the master of any vessel who might be called upon to conduct SAR operations at sea for persons in distress. In l978, the Maritime Safety Committee (MSC), IMO's senior technical body, adopted a second manual called the IMO Search and Rescue Manual (IMOSAR) to help Governments to implement the International Convention on Maritime Search and Rescue. The manual provided guidelines rather than requirements for a common maritime search and rescue policy, encouraging all coastal States to develop their organizations on similar lines and enabling adjacent States to co-operate and provide mutual assistance. It was also updated in 1992, with the amendments entering into force in 1993. The manual was aligned as closely as possible with the International Civil Aviation Organization (ICAO) Search and Rescue Manual to ensure a common policy and to facilitate consultation of the two manuals for administrative or operational reasons. MERSAR was also aligned, where appropriate, with IMOSAR. The MERSAR and IMOSAR manuals have now been replaced with a combined manual, published in three volumes, called the International Aeronautical and Maritime Search and Rescue (IAMSAR) manual. SAR Convention In l979, a conference convened by IMO in Hamburg adopted the International Convention on Maritime Search and Rescue (SAR Convention) , which entered into force in l985. The aim was to develop an international SAR plan, so that, no matter where an accident occurs, the rescue of persons in distress at sea will be co-ordinated by a SAR organization and, when necessary, by co-operation between neighbouring SAR organizations. 2 Co-operation of this type is encouraged by SOLAS 1974, Parties to which undertake "to ensure that any necessary arrangements are made for coast watching and for the rescue of persons in distress round its coasts. These arrangements should include the establishment, operation and maintenance of such maritime safety facilities as are deemed practicable and necessary". The SAR convention contains six chapters: · Chapter 1 - Terms and Definitions. · Chapter 2 - Organization - dealing with the basic structure of a search and rescue organization. · Chapter 3 - Co-operation - dealing with co-operation between States in carrying out SAR operations and co-ordination with aeronautical services. · Chapter 4 - Preparatory Measures - dealing with preparatory measures to be taken by RCCs (Rescue Co-ordination Centres) and RSCs (Rescue Sub-Centres) and the state of preparedness of rescue units. · Chapter 5 - Operating Procedures - Parties are required to maintain continuous watch on international distress frequencies and detailed requirements are given concerning the action to be taken by coast radio stations which receive distress messages. Detailed procedures for RCCs and RSCs are given. · Chapter 6 - Ship reporting systems - contains recommendations on establishing ship reporting systems for search and rescue purposes. The technical requirements of the SAR Convention are contained in an Annex. Parties to the Convention are required to ensure that arrangements are made for the provision of adequate SAR services in their coastal waters. Parties are encouraged to enter into SAR agreements with neighbouring States involving the establishment of SAR regions, the pooling of facilities, establishment of common procedures, training and liaison visits. The Convention states that Parties should take measures to expedite entry into its territorial waters of rescue units from other Parties. The Convention then goes on to establish preparatory measures which should be taken, including the establishment of rescue co-ordination centres and sub-centres. It outlines operating procedures to be followed in the event of emergencies or alerts and during SAR operations. This includes the designation of an on-scene commander and his duties. Parties to the Convention are encouraged to establish ship reporting systems, where these are deemed necessary, under which ships report their position to a coast radio station. This enables the interval between the loss of contact with a vessel and the initiation of search operations to be reduced. It also helps to permit the rapid determination of vessels which may be called upon to provide assistance including medical help when required. Under the Convention, the world's oceans have been divided into l3 areas for search and rescue purposes. Implementation of the SAR Convention The SAR Convention was designed to provide the framework for search and rescue operations. It and the two associated manuals, together with other resolutions and recommendations adopted at the l979 Conference, should ensure that such operations are conducted with maximum speed and efficiency, no matter where the distress incident occurs. But its effectiveness depends almost entirely on how well it is implemented and this depends in turn on the action taken by Parties to the Convention. Because the Convention imposes considerable obligations on Parties - such as setting up the shore installations required - the Convention has not been ratified by as many countries as some other treaties. By the end of 1997, for example, the SAR Convention had been ratified by only 56 countries, whose combined merchant fleets represented less than 50% of world tonnage. Equally important, many of the world's coastal States had not accepted the Convention and the obligations it imposes. As a result, the development of SAR plans in the 13 areas has been relatively slow and by 1995 - ten years after the Convention entered into force - provisional SAR plans had only been drawn up for nine regions.
Load more

Recommended publications
  • 47 CFR Ch. I (10–1–00 Edition)
    § 80.314 47 CFR Ch. I (10±1±00 Edition) emission. Frequencies for distress and (2) The name of the mobile station in safety calling using digital selective distress; calling techniques are listed in (3) Particulars of its position; § 80.359(b). Distress and safety NB-DP (4) The nature of the distress; frequencies are indicated by footnote 2 (5) The kind of assistance desired; in § 80.361(b). (6) Any other information which might facilitate rescue. Frequency band Emission Carrier frequency (b) The radiotelephone distress mes- 405±535 kHz .............. A2B .......... 500 kHz. sage consists of: 1605±3500 kHz .......... J3E .......... 2182 kHz. (1) The distress signal MAYDAY; 4000±27, 5000 kHz .... A2B .......... 8364 kHz. 118±136 MHz ............. A3E .......... 121.500 MHz. (2) The name of the mobile station in 156±162 MHz ............. F3E, PON 156.800 MHz 156.750 distress; MHz. (3) Particulars of its position; 243 MHz ..................... A3N .......... 243.000 MHz. (4) The nature of the distress; (5) The kind of assistance desired; The maximum transmitter power ob- (6) Any other information which tainable may be used. might facilitate rescue, for example, [51 FR 31213, Sept. 2, 1986; 51 FR 34984, Oct. 1, the length, color, and type of vessel, 1986] number of persons on board. (c) As a general rule, a ship must sig- § 80.314 Distress signals. nal its position in latitude and lon- (a) The international radiotelegraphy gitude, using figures for the degrees distress signal consists of the group and minutes, together with one of the ``three dots, three dashes, three dots'' words NORTH or SOUTH and one of the (..
    [Show full text]
  • Federal Communications Commission § 80.316
    Federal Communications Commission § 80.316 § 80.310 Watch required by voluntary frequencies are indicated by footnote 2 vessels. in § 80.361(b). Voluntary vessels not equipped with Frequency band Emission Carrier frequency DSC must maintain a watch on 156.800 MHz (channel 16) whenever the radio is 405–535 kHz .............. A2B .......... 500 kHz. 1605–3500 kHz .......... J3E .......... 2182 kHz. operating and is not being used to com- 4000–27, 5000 kHz .... A2B .......... 8364 kHz. municate. Noncommercial vessels, 118–136 MHz ............. A3E .......... 121.500 MHz. such as recreational boats, may alter- 156–162 MHz ............. F3E, PON 156.800 MHz 156.750 MHz. natively maintain a watch on 156.450 243 MHz ..................... A3N .......... 243.000 MHz. MHz (channel 9) for call and reply pur- poses. The maximum transmitter power ob- [57 FR 19552, May 7, 1992] tainable may be used. [51 FR 31213, Sept. 2, 1986; 51 FR 34984, Oct. 1, DISTRESS, ALARM, URGENCY AND 1986] SAFETY PROCEDURES § 80.314 Distress signals. § 80.311 Authority for distress trans- (a) The international radiotelegraphy mission. distress signal consists of the group A mobile station in distress may use ‘‘three dots, three dashes, three dots’’ any means at its disposal to attract at- (... ---...), symbolized herein by SOS, tention, make known its position, and transmitted as a single signal in which obtain help. A distress call and mes- the dashes are slightly prolonged so as sage, however, must be transmitted to be distinguished clearly from the only on the authority of the master or dots. person responsible for the mobile sta- (b) The international radiotelephone tion.
    [Show full text]
  • Basic Survival Skills for Aviation
    OK-06-033 BASIC SURVIVAL SKILLS FOR AVIATION OFFICE OF AEROSPACE MEDICINE CIVIL AEROSPACE MEDICAL INSTITUTE AEROMEDICAL EDUCATION DIVISION INTRODUCTION Welcome to the Civil Aerospace Medical Institute (CAMI). CAMI is part of the FAA’s Office of Aerospace Medicine (OAM). As an integral part of the OAM mission, CAMI has several responsibilities. One responsi- bility tasked to CAMI’s Aerospace Medical Education Division is to assure safety and promote aviation excellence through aeromedical education. To help ensure that this mission becomes reality, the Aerospace Medical Edu- cation Division, through the Airman Education Programs, established a one day post-crash survival course. This course is designed as an introduction to survival, providing the basic knowledge and skills for coping with various survival situations and environments. If your desire is to participate in a more extensive course than ours you will find many highly qualified alternatives, quite possibly in your local area. Because no two survival episodes are identical, there is no "PAT" answer to any one-survival question. Your instructors have extensive back- ground and training, and have conducted basic survival training for the mili- tary. If you have any questions on survival, please ask. If we don't have the answer, we will find one for you. Upon completion, you will have an opportunity to critique the course. Please take the opportunity to provide us with your thoughts con- cerning the course, instructors, training aids. This will be your best opportu- nity to express your opinion on how we might improve this course. Enjoy the course. 1 NOTES CIVIL AEROSPACE MEDICAL INSTITUTE _____________________________________________________ Director: Melchor J.
    [Show full text]
  • Digital Selective Calling VHF-FM Channel 16 (156.800 Mhz) Or 2182 Khz (HF-AM) - Distress, Safety and Calling
    DISTRESS SIGNALS AND EMERGENCY FREQUENCIES 121.5 MHz 121.5 MHz Emergency Position Indicating Radio Beacon, or EPIRB (marine type) beacons can no longer be manufactured or sold in the U.S. By 2005 certain categories of aircraft, depending on circumstances and use, have been required to carry a 406 MHz Emergency Locator Transmitter (ELT). And as of January 1st, 2007, it is illegal to carry or use a 121.5 MHz EPIRB aboard any vessel in American waters. Please note: 121.5 MHz Man Overboard Devices will still be legal for use beyond 2009. 406 MHz Each 406 MHz beacon is phase modulated with a digital signal which has a unique ID encoded within its signal. As long as the beacon ID has been registered with NOAA (which is required by law), RCCs can quickly confirm that the distress is real. 243.0 MHz Military Air Distress (MAD) VHF-FM Channel 13 (156.650 MHz) - Intership navigation (bridge-to-bridge) VHF-FM Channel 70 (156.525 MHz) - Digital Selective Calling VHF-FM Channel 16 (156.800 MHz) or 2182 kHz (HF-AM) - Distress, safety and calling. Boaters should normally use channels listed as Non-Commercial. Channel 16 is used for calling other stations or for distress alerting. Channel 13 should be used to contact a ship when there is danger of collision. All ships of length 20m or greater are required to guard VHF channel 13, in addition to VHF channel 16, when operating within U.S. territorial waters. Users may be fined by the FCC for improper use of these channels.
    [Show full text]
  • Radiotelephone Handbook Tactics, Techniques, and Procedures
    Radiotelephone Handbook Tactics, Techniques, and Procedures U.S. Coast Guard CGTTP 6-01.1B July 2018 This page intentionally left blank. Commander Commandant (FC-T) United States Coast Guard Attn: FORCECOM Training Division Force Readiness Command Performance Technology Center 1 U.S. Coast Guard Training Center Yorktown, VA 23690-5000 Staff Symbol: FC-Tptc Phone: (757) 856-2356 CGTTP 6-01.1B 30 JULY 2018 COAST GUARD TACTICS, TECHNIQUES, AND PROCEDURES, CGTTP 6-01.1B Subj: RADIOTELEPHONE HANDBOOK TACTICS, TECHNIQUES, AND PROCEDURES (TTP) Ref: (a) Development System and Standards Tactics, Techniques, and Procedures (TTP), CGTTP 1-01 (series) (b) Communication Instructions Radiotelephone Procedures, Allied Communications Publication (ACP) 125 (series) (c) Naval Communications, Naval Telecommunications Procedures (NTP) 4 (series) (d) International Telecommunication Union (ITU) Radio Regulations (series) (e) Telecommunication Manual, COMDTINST M2000.3 (series) (f) U.S. Coast Guard Addendum to the United States National Search and Rescue Supplement (NSS) to the International Aeronautical and Maritime Search and Rescue Manual (IAMSAR), COMDTINST M16130.2 (series) (g) Stations in the Maritime Services, 47 Code of Federal Regulations (CFR) Part 80 1. PURPOSE. To provide communications personnel with Coast Guard tactics, techniques, and procedures (CGTTP) for using the radiotelephone. 2. ACTION. The provisions of the CGTTP apply to all Coast Guard personnel conducting voice telecommunications by radiotelephone. Internet release authorized. 3. CGTTP AFFECTED. This publication supersedes the Radiotelephone Handbook, CGTTP 6-01.1A. CGTTP 6-01.1B Radiotelephone Handbook 4. DISCUSSION. The Radiotelephone Handbook is a user’s guide addressing proper radiotelephone procedures. It consolidates portions of the International Telecommunication Union (ITU) radio regulations and various allied communications publications (ACPs) into a single source reference for field use.
    [Show full text]
  • Maritime Industry Authority Stcw Office
    OIC – DECK REPUBLIC OF THE PHILIPPINES DEPARTMENT OF TRANSPORTATION MARITIME INDUSTRY AUTHORITY STCW OFFICE GUIDE QUESTIONNAIRES for seafarers The Annual Publication of Database of Questionnaires is mandated in Republic Act 10635 or the Act Establishing the Maritime Industry Authority (MARINA) as the Single Maritime Administration Responsible for the Implementation and Enforcement of the 1978 International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1978, as amended and International Agreements or Covenants related thereto and its Implementing Rules and Regulations. These sample questions have been reviewed and validated by our respective Board of Examiners which may serve as a guide for the review of aspiring Marine Deck and Engineering Officers, towards the successful completion of the Theoretical Examination. The following sample questions do not reflect the actual set of database of questions given during the theoretical examination. Examinees are encouraged to study the contained sample questions and probable answers as they are intended to give an indication of the format and difficulty level of the theoretical examination. You may access these guide questionnaires with your smart gadgets anywhere and anytime at your convenience. Please consider the environment before printing. Thank you. A Publication of the MARINA STCW Office OIC - NW: COMPETENCE 6 - Respond to Distress Signal at Sea No Question Choice A Choice B Choice C Choice D "RECEIVED MAYDAY" is used in a: supplementary receipt on receipt of a distress alert distress alert None of the above a distress alert 1 A "Standard Format for Search and Rescue Situation Reports" Weather on-scene Oil spill possibility Fire onboard Flooding onboard (SITREPs) should be used by vessels in distress.
    [Show full text]
  • 68 Subpart G—Safety Watch Requirements and Procedures
    § 80.271 47 CFR Ch. I (10±1±97 Edition) § 80.271 Technical requirements for note in the Commission's Radio Equip- portable survival craft radio- ment List. telephone transceivers. (a) Portable survival craft radio- § 80.273 Technical requirements for telephone transceivers must comply radar equipment. with the following: The technical requirements for radar (1) The transceivers must receive and equipment are contained in § 80.825. transmit either on 457.525 MHz or on 156.800 MHz; Subpart GÐSafety Watch (2) The receiver must comply with Requirements and Procedures the requirements in part 15, subpart C of this chapter and must have a sen- COAST STATION SAFETY WATCHES sitivity of not more than 2 microvolts. The sensitivity requirement must be § 80.301 Watch requirements. met using the receiver sensitivity (a) Each public coast station operat- measurement procedure specified in ing on telegraphy frequencies in the the Radio Technical Commission for Marine Services (RTCM) Special Com- band 405±535 kHz must maintain a mittee No. 66 Report MMS±R2; watch for classes A1A, A2B and H2B (3) The effective radiated power of emissions by a licensed radiotelegraph the transmitter must be at least 0.1 operator on the frequency 500 kHz for watt; three minutes twice each hour, begin- (4) The transceivers must be battery ning at x h.15 and x h.45 Coordinated powered and operate for at least four Universal Time (UTC). hours with a transmit to receive ratio (b) Each public coast station licensed of 1:9 with no significant adverse effect to operate in the band 1605±3500 kHz upon the performance of the device; must monitor such frequency(s) as are (5) The transceivers must have a per- used for working or, at the licensee's manently attached waterproof label discretion, maintain a watch on 2182 with the statement ``Complies with the kHz.
    [Show full text]
  • 47 CFR Ch. I (10–1–96 Edition)
    § 80.313 47 CFR Ch. I (10±1±96 Edition) and must continue to listen on the fre- (1) The distress signal SOS, sent quency used for the emission of the dis- three times; tress call. This call must not be ad- (2) The word DE; dressed to a particular station. Ac- (3) The call sign of the mobile station knowledgement of receipt must not be in distress, sent three times. given before the distress message (b) The radiotelephone distress call which follows it is sent. consists of: (1) The distress signal MAYDAY spo- § 80.313 Frequencies for use in dis- ken three times; tress. (2) The words THIS IS; The frequencies specified in the (3) The call sign (or name, if no call bands below are for use by mobile sta- sign assigned) of the mobile station in tions in distress. The conventional distress, spoken three times. emission is shown. When a ship station cannot transmit on the designated fre- § 80.316 Distress messages. quency or the conventional emission, it (a) The radiotelegraph distress mes- may use any available frequency or sage consists of: emission. Frequencies for distress and (1) The distress signal SOS; safety calling using digital selective (2) The name of the mobile station in calling techniques are listed in distress; § 80.359(b). Distress and safety NB-DP (3) Particulars of its position; frequencies are indicated by footnote 2 (4) The nature of the distress; in § 80.361(b). (5) The kind of assistance desired; (6) Any other information which Frequency band Emission Carrier frequency might facilitate rescue.
    [Show full text]