Sixth edition G. D. LEES & W. G. WILLIAMSON Marine Radio Communication Handbook for This bestselling book provides an incomparable reference source for all vessels using maritime radio communication systems, which are now a legislative requirement. It includes exhaustive coverage of all UK and international regulations relating to modern maritime communications, such as the crucial GMDSS, all contained within one singular volume.

This sixth edition has been fully updated to take into account major developments over the last five years, in particular the revised regulations introduced by the International Telecommunication Union in 2012. The authors deliver an authoritative guide to the complicated and changing world of radio communications, including: • The very latest technological advances in terrestrial and satellite communications Handbook for • Changes to the international VHF channel allocation and channel spacing • The major overhaul of the organisational structure of the UK Coastguard service Marine Radio • Substantial enhancements to the eLoran services • The changing complexities of voyage planning • Large diagrams, an extensive index and fully-updated appendices Communication This is a definitive guide for today’s maritime communications Sixth edition industry, including ship owners, ship managers, coast guards, seafarers, students of maritime communications, as well as the recreational sector. G. D. LEES & W. G. WILLIAMSON LAW / MARITIME LAW

Cover image: © Martin Florin Emmanuel / Alamy

www.routledge.com/informalaw

Routledge titles are available as eBook editions in a range of digital formats Sixth edition published 2015 by Informa Law from Routledge 2 Park Square, Milton Park, Abingdon, Oxon OX14 4RN and by Informa Law from Routledge 711 Third Avenue, New York, NY 10017 Informa Law from Routledge is an imprint of the Taylor & Francis Group, an Informa business © Graham D. Lees and William G. Williamson 2015 The rights of Graham D. Lees and William G. Williamson to be identifi ed as the authors of this work has been asserted in accordance with sections 77 and 78 of the Copyright, Designs and Patents Act 1988. All rights reserved. No part of this book may be reprinted or reproduced or utilised in any form or by any electronic, mechanical, or other means, now known or hereafter invented, including photocopying and recording, or in any information storage or retrieval system, without permission in writing from the publishers. Trademark notice: Product or corporate names may be trademarks or registered trademarks, and are used only for identifi cation and explanation without intent to infringe. Every attempt has been made to obtain permission to reproduce copyright material. If any proper acknowledgement has not been made, we would invite copyright holders to inform us of the oversight. First edition published 1993 by Informa Law Fifth edition published 2009 by Informa Law British Library Cataloguing in Publication Data A catalogue record for this book is available from the British Library Library of Congress Cataloging in Publication Data Lees, Graham D., 1947– author. Handbook for marine radio communication / By G D Lees and W G Williamson. —Sixth edition. pages cm Includes bibliographical references and index. ISBN 978-1-138-78753-7 (pbk. : alk. paper)—ISBN 978-1-315-76639-3 (ebook) 1. Radio in navigation—Handbooks, manuals, etc. 2. Radio—Installation on ships—Handbooks, manuals, etc. 3. Artifi cial satellites in navigation— Handbooks, manuals, etc. 4. Navigation—Safety measures—Handbooks, manuals, etc. 5. Distress signals—Handbooks, manuals, etc. 6. Marine radio stations—Handbooks, manuals, etc. 7. Marine radio stations—Law and legislation. I. Williamson, William G., 1943– author. II. Title. VK155.L38 2015 384.53—dc23 2014025819

ISBN 978-1-138-78753-7 eISBN 978-1-31576-639-3

Typeset in New Century Schoolbook by Refi neCatch Limited, Bungay, Suffolk Contents

Preface to the sixth edition v About the authors vii List of fi gures xxi List of abbreviations and acronyms xxiii Glossary of terms and defi nitions xxxi List of useful websites xxxv

CHAPTER 1 GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS) 1 1.1 GMDSS: Overview 1 1.1.1 Search and rescue regions (SRRs) 1 1.1.2 IAMSAR Manual 2 1.2 GMDSS Sea Areas 2 1.3 GMDSS Terminology 3 1.4 GMDSS Implementation 3 1.5 Shipboard Equipment for GMDSS 4 1.5.1 Port state control 6 1.5.2 Position updating 6 1.5.3 Implementation of SOLAS for passenger ships 6 1.5.4 EPIRBs on fi shing vessels 8 1.5.5 Recommended GMDSS equipment for small craft 8 1.6 Minimum GMDSS Personnel Requirements for Ships’ Stations and MESs 9 1.7 Role of the Maritime Rescue Co-ordination Centre (MRCC) 10 1.7.1 SARNET 10 1.7.2 Registration database for GMDSS 11 1.8 GMDSS Master Plan 12 1.9 Availability and Maintenance of GMDSS Equipment: Terminology 12 1.10 Availability and Serviceability of GMDSS Equipment 13 1.10.1 MCA requirements for companies offering SBM of radio equipment under the GMDSS 14 1.11 Availability of GMDSS Equipment: Further Requirements 16 1.12 False Distress Alerts 16 1.12.1 Action to be taken by owners, masters and skippers 17 1.13 False Distress Alerts: Reporting Procedures 17 1.13.1 Other problems: misuse of DSC acknowledgement 18 1.13.2 GMDSS equipment and operator competency 19

CHAPTER 2 DISTRESS, URGENCY AND SAFETY COMMUNICATIONS 21 Part I Operational Procedures for Distress, Urgency and Safety Communications in GMDSS 21 2.1 General Operational Procedures 21 2.1.1 Authority of the master 21 2.2 Distress Alerting 21 2.2.1 Radiotelephony distress call 22 2.2.2 Radiotelephony distress message 22 2.2.3 Radiotelex distress message 23 2.3 Shore-To-Ship Distress Alert Relay 23 2.4 Distress Alert by a Station Not Itself in Distress 23 2.4.1 Radiotelephony distress relay 24 2.5 Acknowledgement of Receipt of Distress Alerts 24 2.5.1 General information 24 2.5.2 Satellite service 25 2.5.3 DSC 25 2.5.4 Ships’ reactions on receipt of a distress alert 25

ix Contents

2.6 Acknowledgement by Radiotelephony and Radio Telex 25 2.6.1 Radiotelephony 25 2.6.2 Radiotelex 26 2.7 Acknowledging Receipt of Distress Alerts by Coast Station or LES 26 2.7.1 Satellite service 26 2.7.2 DSC 26 2.8 Acknowledging Receipt of Distress Alerts by Ship Station or MES 26 2.9 Preparations for Handling Distress Traffi c 27 2.10 Distress Traffi c 27 2.10.1 Satellite service avoiding interference to distress traffi c 28 2.11 Imposing Silence 28 2.12 Resumption of Normal Working 28 2.13 False Distress Alert Sent by DSC 29 2.14 On-scene Communications 29 2.15 On-scene Co-ordinator 30 2.16 Search and Rescue Situation Reports (SITREPs) 30 2.17 Shore-To-Ship Distress Communications with MRCC 31 2.18 Locating and Homing Signals 31 2.19 Charging for Distress Communication 31 2.20 Operational Procedures for Urgency Messages Under the GMDSS 32 2.21 Operational Procedures for Safety Messages in the GMDSS 34 2.22 Medical Transports 36 2.23 Inter-ship Safety of Navigation Communication 37 2.24 Medical Advice: General Information 37 2.24.1 Request for additional information from shore medical authorities 38 2.25 MEDEVAC: General Information 38 2.25.1 MEDEVAC: Information to be furnished to MRCC 38 2.25.2 Radiocommunication with helicopters 39 2.26 Medical Advice via Inmarsat 40 2.27 Medical Assistance via Inmarsat 40 2.28 Medical Advice via UK Coastguard Stations 40 2.29 Medical Assistance via UK Coastguard Stations 41 2.30 Identifi cation of Neutral Ships or Aircraft in War Zones 41 2.31 Piracy and Armed Robbery at Sea: Use of Radio 42 2.31.1 Automatic Identifi cation System (AIS) 44 2.31.2 Piracy Reporting Centre 44 2.31.3 Message format for piracy alert reports 44 2.31.4 Reporting incidents 45 2.31.5 Location of advice 46 2.32 Ship Security Alert System (SSAS) 46 Part II Use of Frequencies for Distress, Urgency and Safety 47 2.33 GMDSS: General Provisions 47 2.34 Distress Frequencies 47 2.35 Aeronautical Frequencies 48 2.36 GMDSS: VHF Channel Usage 49 2.37 Satellite Service 49 2.38 Survival Craft and GMDSS 50 2.39 Distress and Safety Communications: Protection of Frequencies 50 2.40 GMDSS General Watchkeeping Arrangements 50 2.41 Maritime Service Information Registration 51

CHAPTER 3 DIGITAL SELECTIVE CALLING (DSC) 53 3.1 Digital Selective Calling: Introduction 53 3.2 DSC Digital Coding 54 3.2.1 Maritime Mobile Service Identity (MMSI) 54 x Contents

Part I DSC Distress, Urgency and Safety Alerting 54 3.3 Distress Alerting by DSC: General Information 54 3.4 DSC Distress Alerts 56 3.5 Format of DSC Distress Alert Acknowledgement by Coast Stations 56 3.6 Acknowledgement of Received DSC Distress Alert by Ship Stations 57 3.7 Distress Traffi c 58 3.8 Re-broadcast of Distress Information by Coast Stations 58 3.9 HF Distress Alerting 58 3.10 DSC Urgency Alerts 58 3.11 Urgency Messages and DSC 59 3.11.1 Reception of urgency alert by DSC 59 3.12 DSC Safety Alerts 59 3.12.1 Reception of safety alerts by DSC 60 3.13 DSC Watchkeeping Arrangements 60 3.14 DSC Scanning Receivers 60 3.15 UK Distress and Safety Watchkeeping Arrangements 60 3.15.1 HF DSC Watchkeeping Arrangements 62 3.16 Distress Procedure using DSC and RT on VHF 62 3.16.1 By ship in distress in GMDSS area A1 62 3.16.2 By ship receiving a VHF DSC distress alert in GMDSS area A1 62 3.17 Distress Procedure Using DSC and RT on MF 62 3.17.1 By ship in distress in GMDSS area A2 63 3.17.2 By ship receiving a distress alert in GMDSS area A2 63 3.18 Distress Procedure Using DSC and RT on HF 63 3.18.1 By ship in distress in GMDSS areas A3 or A4 63 3.18.2 By ship receiving an HF DSC distress alert in GMDSS areas A3 or A4 64 3.19 Ship-To-Ship Distress Alerting in Sea Areas A3 or A4 64 3.19.1 By distress ship 65 3.19.2 By ship receiving a ship-to-ship distress alert 65 Part II Routine DSC Procedure 65 3.20 Conditions Relating to DSC Equipment 65 3.21 DSC: Use of Frequencies 65 3.22 MF DSC: Bands Between 415 KHz and 526.5 kHz 66 3.22.1 Call and acknowledgement 66 3.22.2 Watch 66 3.23 Bands between 1,606.5 KHz and 4,000 KHz 66 3.23.1 Call and acknowledgement 66 3.23.2 Watch 67 3.24 HF DSC: Bands Between 4,000 KHz and 27,500 KHz 67 3.24.1 Call and acknowledgement 67 3.24.2 Watch 67 3.25 VHF DSC: Bands Between 156 MHz and 174 MHz 69 3.25.1 Call and acknowledgement 69 3.25.2 Watch 69 3.26 DSC Regulations: Method of Calling 69 3.26.1 Format of routine DSC calls 69 3.27 DSC Regulations: Acknowledgement of Routine Calls 70 3.27.1 National calling 70 3.28 DSC Shore-To-Ship Calls 70 3.29 Ship Receives DSC Call from a Coast Station 71 3.30 Routine Ship-To-Shore DSC Calls 72 3.30.1 Routine DSC ship-to-ship calls 73 3.31 DSC Watchkeeping: Routine Calls 73 3.32 DSC Routine Calls for Automatic Connection 73 3.33 DSC Testing 73 3.34 DSC: European Testing Arrangements 74

xi Contents

CHAPTER 4 SAFETY-RELATED EQUIPMENT AND SERVICES 75 4.1 Emergency Position Indicating Radiobeacon (EPIRB): Introduction 75 4.2 Cospas-Sarsat: Introduction 75 4.3 Cospas-Sarsat: Coverage Mode 77 4.4 Cospas-Sarsat: 406 MHz Beacons 77 4.5 Cospas-Sarsat: General Information 80 4.5.1 Future MEOSAR enhancement of the Cospas-Sarsat system 80 4.6 Cospas-Sarsat: MCCs 81 4.6.1 Ship security alert 82 4.7 Cospas-Sarsat: Satellite Information 82 4.8 Cospas-Sarsat: Termination of Satellite Alerting Service on 121.5 MHz 82 4.9 EPIRBs: Routine Maintenance and Checks 82 4.9.1 EPIRBs: Beacon test facilities 82 4.10 EPIRBs: Further Maintenance Requirements 83 4.10.1 EPIRBs: MSC Guidelines for Shore-based Maintenance Providers for Satellite EPIRBS 83 4.10.2 EPIRBs: MSC Guidelines on Annual Testing of 406 MHz Satellite EPIRBs 85 4.10.3 Clarifi cation on EPIRB maintenance and testing 85 4.11 EPIRB Registration 86 4.11.1 UK EPIRB registration 87 4.12 Search and Rescue Transponders (SARTS) 88 4.12.1 SART signals at close range 88 4.12.2 Factors that increase the visibility of a SART 89 4.13 Automatic Identifi cation System (AIS) SARTS 89 4.13.1 Reception of AIS SART signals 90 4.14 SARTS: Tests and Checks 91 4.15 Maritime Safety Information (MSI) 91 4.16 NAVTEX 92 4.16.1 Abbreviations used in NAVTEX messages 94 4.17 Enhanced Group Call (EGC) 95 4.17.1 Setting up the EGC receiver 97 4.18 MSI in UK Waters 97 4.19 World Wide Navigational Warning Service (WWNWS) 98 4.19.1 METAREAs 98 4.20 Portable Hand-held Survival Craft VHF Transceivers 100

CHAPTER 5 SATELLITE COMMUNICATIONS 101 General 101 5.1 Master’s Authority 101 5.2 Inmarsat PLC 101 5.3 International Maritime Satellite Organization (IMSO) 101 5.4 Satellite Frequencies 102 5.5 Land Earth Stations 102 5.6 Antenna Alignment 102 5.7 Inmarsat Mobile Numbers (IMN) 103 5.8 Multiple Identity of a Single MES 103 Part I Satellite Systems Currently Compliant with the GMDSS 103 5.9 Inmarsat Space Segment for GMDSS 103 5.10 Inmarsat Priority Indicators 105 5.11 Inmarsat-F (Fleet) System 105 5.12 Fleet 77 Services 105 5.13 Fleet LES Access Codes 106 5.14 Fleet F77 Distress Procedure 107 5.15 Inmarsat-B System 107 5.16 Inmarsat-B Services 108 5.17 Inmarsat-B LES Access Codes (also Used by Inmarsat-M) 108 xii Contents

5.18 Inmarsat-B Telex Distress Message Generator (DMG) 109 5.19 Inmarsat-B Distress Transmission Procedure 109 5.19.1 Telephony 109 5.19.2 Telex 109 5.20 Inmarsat-C System 110 5.21 Inmarsat-C Services 111 5.22 Inmarsat-C LES Access Codes 111 5.23 Inmarsat-C Distress Alerting 111 5.23.1 Using the remote distress button(s) on the MES 112 5.23.2 Using the edit facilities on the MES terminal 112 5.24 Inmarsat-C Distress Priority Message 113 5.25 Inmarsat-C Special Access Codes 113 5.26 Inmarsat-C Logging On/Off 113 5.27 Inmarsat-C Communications 114 5.28 Inmarsat-C Message Addresses 114 5.29 Inmarsat-C Non-Delivery Notifi cation Codes 114 5.30 Inmarsat Mini-C System 116 Part II Inmarsat Satellite Systems Not Currently Compliant with the GMDSS 116 5.31 Fleet 55 (F55) System and Services 116 5.32 Fleet 33 (F33) System and Services 116 5.33 Fleet Broadband System and Services 118 5.34 Fleet Broadband 505 Safety Service 119 5.35 Fleetphone System and Services 119 5.36 Inmarsat-M System and Services 119 5.37 Inmarsat-M Distress Urgency and Safety Alerting 120 5.38 Inmarsat Mini-M System and Services 120 Part III Using Inmarsat Equipment 120 5.39 Inmarsat Urgency and Safety Procedures 120 5.40 Inmarsat Telephony Two-Digit Codes 121 5.41 Telephone Calls via Inmarsat 123 5.42 Telephone Calls to Another MES 123 5.43 Single Network Access Code (SNAC) 124 5.44 Telephone Calls to Ships Fitted with VHF/MF/HF RT Equipment 124 5.45 Charges for Inmarsat Telephone Calls 124 5.45.1 Automatically connected calls 124 5.45.2 Operator-connected calls 124 5.46 Data Communications via Inmarsat 124 5.47 Data Network Identifi cation Codes (DNIC) 124 5.48 Facsimile via Inmarsat 124 5.49 Telex via Inmarsat 125 5.50 Inmarsat Telex Two-Digit Codes 125 5.51 Telex Answerbacks 127 5.52 Telex Calls Via Inmarsat-B 127 5.53 Telex Dialling 128 5.54 Format of Radiotelegrams, AMVER and Medical Messages 128 5.55 Telex and Greetings Telex Letters 129 5.56 Terminating Inmarsat Telex Calls 130 5.57 Inmarsat Telex Calls to Another MES 130 5.58 Inmarsat Telex Ocean Region Codes 130 5.59 Inmarsat Telex Calls to Ships Fitted with MF/HF Equipment 130 5.60 Inmarsat Telex Service Fault Codes 131 Part IV Future of Maritime Satellite Communication Systems 131 5.61 Prospective GMDSS Satellite Service Provision 131 5.62 Iridium Satellite System 131 5.63 Iridium Services 133 5.64 Iridium Openport and Pilot 133

xiii Contents

CHAPTER 6 RADIO TELEX AND RADIO DATA SERVICES 135 General 135 6.1 Avoidance of Interference 135 6.2 Telex Modes of Emission 135 6.2.1 Bands between 415 KHz and 535 KHz 135 6.2.2 Bands between 1,605 KHz–4,000 KHz and 4,000 KHz–27,500 KHz 135 6.3 Telex Communication Between Two Stations 135 6.4 Telex Broadcasts to More Than One Receiving Station 135 6.5 Telex Public Correspondence 136 6.6 Selcall Numbers 136 6.7 Manual Telex Calling Procedures 136 6.7.1 Ship-to-shore telex calling 136 6.7.2 Shore-to-ship telex calling 136 6.7.3 Telex inter-ship communications 136 6.8 Automatic Telex Calling Procedures 137 6.8.1 Ship-to-shore automatic calling 137 6.8.2 Shore-to-ship automatic calling 137 6.9 Telex Transmission Format 137 6.10 Telex Message Format 137 6.11 FEC Operation Mode 137 6.12 Acknowledgement of FEC Messages 137 6.13 Telex Frequencies 138 6.14 Telex Distress Frequencies 138 6.15 Protection of Frequencies 138 6.16 Test Transmissions 138 6.17 Telex Answerback 139 6.18 Modes of Telex Operation 139 6.18.1 ARQ 139 6.18.2 FEC 139 6.18.3 SELFEC 140 6.18.4 Direct 140 6.19 Procedure for Initiating a Radio Telex Circuit to a Coast Station 140 6.20 Traffi c Lists on Telex 140 6.21 Telex Commands, as Used in the Automatic Radio Telex System 140 6.22 Telex Advice Codes, as Used in the Automatic Radio Telex System 142 6.23 Charges for Telex Calls 144 6.24 Current Status of Marine Radio Telex 144 6.25 Radio Data Services 144

CHAPTER 7 RADIOTELEPHONY (RT) 147 Part I General Radiotelephony (RT) Procedure in the Maritime Mobile Service 147 7.1 General Procedures 147 7.2 Use of VHF at Sea 147 7.3 RT: Station Identifi cation 150 7.4 Simplex and Duplex 150 7.5 Ship-To-Shore RT Procedures 150 7.6 Preliminary RT Operations 150 7.7 RT Calls from Ships 151 7.8 RT Calls from Coast Stations 151 7.9 RT Traffi c Lists 151 7.10 Order of Working 152 7.11 Repetition of Calls 152 7.12 RT Call and Reply 152 7.13 Frequency to Be Used for Call and Reply 153 7.13.1 Bands between 1,605 KHz and 4,000 KHz 153 7.13.2 Bands between 4,000 KHz and 27,500 KHz 153 7.13.3 VHF band (156–174 MHz) 154 xiv Contents

7.14 Indication of the Frequency to Be Used for Traffi c 154 7.14.1 Bands between 1,605 KHz and 4,000 KHz 154 7.14.2 Bands between 4,000 KHz and 27,500 KHz 154 7.14.3 VHF band (156–174 MHz) 154 7.15 Agreeing the Frequency to Be Used for Traffi c 155 7.16 Reception Diffi culties 155 7.17 Sending Traffi c 155 7.18 Establishment of RT Calls 156 7.19 Transmission of Radiotelegrams by RT 156 7.20 Procedural Words 156 7.21 Acknowledgement of Receipt 157 7.22 Duration and Control of Working 157 7.23 RT Tests 157 7.24 Establishing RT Calls Using DSC 158 7.25 On-Board Communications 158 7.26 Pilot Service: Calling Procedure 158 7.27 Port Operations and Ship Movement Services 158 7.27.1 Port operations 158 7.27.2 Ship movement service 159 7.28 Standard Maritime Communication Phrases (SMCP) 159 Part II Maritime RT Bands: Use of Frequencies 159 7.29 RT: Introduction 159 7.29.1 Nomenclature of frequency bands used in radiocommunication 159 7.29.2 SSB designation 160 7.30 Bands Between 1,606.5 KHz and 4,000 KHz 160 7.30.1 Mode of emission of stations 160 7.30.2 Use of 2,182 KHz 160 7.31 MF RT Working Frequencies in Region 1 161 7.31.1 MF ship-to-shore and inter-ship working frequencies 161 7.31.2 MF inter-ship working frequencies 161 7.32 Bands Between 4,000 KHz and 27,500 KHz 161 7.32.1 Mode of emission of stations 161 7.32.2 Call and reply 162 7.32.3 Traffi c 162 7.32.4 HF transmission frequencies for Simplex Operation 162 7.33 VHF Bands between 156 MHz And 174 MHz 163 7.33.1 Call and reply 163 7.33.2 Watch 163 7.33.3 VHF Ch. 13 watch 163

CHAPTER 8 GENERAL REGULATIONS 165 8.1 Radio Regulations 165 8.2 Breach of Radio Regulations 165 8.3 Infringements of the Radio Regulations 165 8.4 OFCOM 165 8.5 Maritime and Coastguard Agency (MCA) 166 8.6 Avoidance of Interference 166 8.7 Master’s Authority 167 8.8 Radio Secrecy 167 8.9 Ship Radio Licences and Portable Radio Licences 167 8.10 Inspection and Survey of Ship Radio and Ship Earth Stations 168 8.11 Radio Documentation 171 8.12 Documents to Be Carried on UK Ships 171 8.13 Admiralty Lists of Radio Signals (ALRS) 172 8.13.1 ALRS, Volume 1: Maritime Radio Stations Np281 (Parts 1 and 2) 172 8.13.2 ALRS, Volume 2: Radio Aids to Navigational, Satellite Navigation Systems, Legal Time, Radio Time Signals and Electronic Position Fixing Systems NP282 172

xv Contents

8.13.3 ALRS, Volume 3: Maritime Safety Information Services NP283 (Parts 1 and 2) 172 8.13.4 ALRS, Volume 4: Meteorological Observation Stations NP284 172 8.13.5 ALRS, Volume 5: Global Maritime Distress and Safety System (GMDSS) NP285 172 8.13.6 ALRS, Volume 6: PILOT Services, Vessel Traffi c Services and Port Operations NP286 (Parts 1, 2, 3, 4, 5, 6 7 and 8) 173 8.14 Marine Notices (M-Notices) 173 8.15 ITU Documents and Voyage Planning 173 8.15.1 Documentation 173 8.15.2 Voyage planning using documentation 174 8.16 Radio Watch 175 8.17 Radio Logbooks 176 8.17.1 Keeping the log 178 8.18 Co-ordinated Universal Time (UTC) and Dates Used for Radiocommunications 178 8.19 Radio Time Signals 178 8.20 Test Transmissions 178 8.21 Routine Testing of GMDSS Equipment 179 8.22 Control of Working 179 8.23 Order of Priority of Communications 180 8.24 Closure of Ship Radio Stations 180 8.25 Identifi cation of Stations 180 8.26 Telex Selective Call (SELCALL) Numbers 182 8.27 Maritime Mobile Service Identity (MMSI) 182 8.28 Classes of Emission 185 8.29 Radio Transmissions by Ships on UK Inland Waterways and in UK Harbours 186 8.30 Broadcasting from Mobile Stations 186 8.31 Amateur Radio Stations Aboard UK Ships 186 8.32 Hours of Service of Coast Stations and Land Earth Stations 187 8.33 Technical Requirements of Radio Apparatus 187 8.34 Sources of Energy for Radio Equipment 187 8.35 Radio Battery Capacity 188 8.36 Uninterruptible Power Supplies 189 8.37 Automatic Battery Chargers 189 8.38 Electrical Interference 190 8.39 Tools and Spare Parts 190 8.40 General Requirements for Radio Installations 190 8.41 Emergency Lighting for Radio Equipment 191 8.42 Voluntary Radio Equipment 191 8.43 Servicing Radio and Associated Electronic Equipment 191

CHAPTER 9 RADIO TRAFFIC 193 General 193 9.1 Radiotelephone Traffi c 193 9.2 Telephone Credit Card Calls 194 9.3 Priority of Radiotelephone Calls 194 9.4 Charges for Radiocommunications Using the Terrestrial Services 194 9.5 Special Charging Arrangements 194 9.5.1 Radiotelegrams relating to medical advice 195 9.5.2 Meteorological radiotelegrams 195 9.6 Charges for Radiotelephone Calls 195 9.6.1 Operator-connected calls 195 9.6.2 Special charges 196 9.7 Refunds for Calls 196 9.7.1 Radiotelegrams 196 9.7.2 Radiomaritime letters 196 xvi Contents

9.7.3 Radiotelephone and radiotelex calls 196 9.7.4 Radiotelexograms 196 9.8 Radiotelegram Service 197 9.9 Radiotelegram Characters 197 9.10 Classes of Radiotelegram Admitted 197 9.11 Radiotelegram Addresses 198 9.12 Urgent Radiotelegrams 198 9.13 Poste Restante or Telegraphe Restant Address 198 9.14 Paid Service Indicators 199 9.15 Word Count in Radiotelegrams 199 9.16 Radiotelegram Format 200 9.17 Maritime Radio Accounting 200 9.17.1 Accounting Authority Identifi cation Code (AAIC) 201 9.17.2 Providing AAIC information to coast stations 201 9.18 Service Messages 201 9.19 Non-Delivery of Telegrams 201 9.20 Cancelling a Telegram at Sender’s Request 202 9.21 Service Advices 202 9.22 Meteorological (OBS) Messages 202 9.23 Radiomaritime Letters 203 9.24 Radiotelexogram 203 9.24.1 Radiotelexogram: information supplied to the land station by the calling party 203 9.25 Radiotelex Service 204 9.26 Telex Message Layout 204 9.26.1 General 204 9.26.2 Telex message format 204 9.26.3 Sending fractions 204 9.26.4 Sending percentages 205 9.26.5 Repetition of important groups 205 9.26.6 Starting a new line 205 9.26.7 Correction of errors 205 9.26.8 Cancelling a telex message 205 9.26.9 Precautions to be observed when preparing perforated tape 206 9.26.10 Non-standardised telex characters 206 9.27 Radiotelex Letters (RTL) 206 9.28 TR Information Supplied to Shore Stations 206 9.29 Monetary Unit 207 9.30 Ship Reporting Systems 207 9.31 AMVER Messages 207 9.32 Vessel Monitoring System for Fishing Vessels 208 9.33 Radiocommunication between British Merchant Ships and HM Warships 208

CHAPTER 10 METEOROLOGICAL SERVICES 209 10.1 Introduction 209 10.2 NAVTEX 209 10.2.1 NAVTEX service for NAVAREA 1: transmission schedule on 518 KHz 209 10.3 Weather Information via Enhanced Group Call (EGC) 210 10.4 North Atlantic: METAREA 1 Broadcasts 210 10.5 Meteorological Information from HM Coastguard Stations 212 10.5.1 MF MSI broadcasts from MRCCs 212 10.6 Gale Warnings 213 10.7 Winter Forecasts for Fishing Fleets 213 10.7.1 Other Met Offi ce services 213 10.8 Weather Routeing Services 213 10.9 Reporting Weather Information 214 10.10 Voluntary Observing Ship (VOS) Programme 214

xvii Contents

CHAPTER 11 ELECTRONIC POSITION FIXING SYSTEMS 215 General 215 11.1 Updating Position in GMDSS Radio Equipment 215 11.2 Global Positioning System (GPS) 215 11.3 Global Navigation Satellite System (GLONASS) 216 11.4 Future Global Navigation Satellite Systems 216 11.4.1 Galileo 216 11.4.2 Compass 217 11.4.3 IRNSS 217 11.5 Integrated GNSS 217 11.6 GNSS Augmentation Systems 217 11.6.1 Differential GPS (DGPS) 217 11.6.2 Satellite-based augmentation systems (SBAS) 218 11.7 Loran-C 219 11.8 E-Loran and Eurofi x 220 11.9 Integrated Loran-C and Satellite Navigation Systems 221 11.10 Radar Beacons (Racons and Ramarks) 222 11.11 Automatic Identifi cation System (AIS) 222 11.11.1 General 222 11.11.2 Operation of AIS on board 223 11.11.3 Guidelines on annual testing of the AIS 224 11.12 UK Automatic Ship Identifi cation and Reporting System 225 11.13 Long-Range Identifi cation and Tracking (LRIT) 225 11.14 LRIT in the European Union 227

CHAPTER 12 CERTIFICATION 229 12.1 Certifi cation for Personnel of Ship Stations and Mobile Earth Stations 229 12.2 Categories of Certifi cate for Ship Station and MES Operators on GMDSS Ships 229 12.3 Condition for the Issue of Operator’s Certifi cates 229 12.4 Certifi cates of Competency and Service Qualifi cations of Radio Personnel 230 12.5 Additional Knowledge/Training Requirements for RT Operators and Radio Offi cers 231 12.6 Minimum Certifi cation Requirements According to Vessel Type 231 12.7 Association of Marine Electronic and Radio Colleges (AMERC) 232 12.7.1 Examination co-ordination centres (ECCS) 233 12.7.2 Approved examination venues (AEVS) 233 12.8 CEPT GMDSS General Operator’s Certifi cate (GOC) 233 12.8.1 Examination appeals procedure 233 12.8.2 Outline examination syllabus 233 12.8.3 Detailed examination syllabus 234 12.9 CEPT GMDSS Restricted Operator’s Certifi cate (ROC) 239 12.9.1 Examination appeals procedure 240 12.9.2 Outline examination syllabus 240 12.9.3 Detailed examination syllabus 240 12.10 Radio Certifi cation for Non-SOLAS Vessels 243 12.10.1 LRC 243 12.10.2 SRC 243 12.11 CEPT Long Range Certifi cate (LRC) 244 12.11.1 Examination appeals procedure 244 12.11.2 Outline examination syllabus 244 12.11.3 Detailed examination syllabus 245 12.12 ROC/LRC Satellite Module 248 12.12.1 Syllabus 248 12.13 CEPT Short Range Certifi cate (SRC) 248 12.13.1 Outline examination syllabus 249 12.13.2 Detailed examination syllabus 249 xviii Contents

12.14 UK Operator’s Certifi cates and Authorities to Operate 251 12.15 List of AMERC ECCs 252 12.16 MNTB Electro Technical Offi cer (ETO) Certifi cate 252 12.16.1 ETO Certifi cate of Competence 255

APPENDICES 1 IMO Guidelines for the Avoidance of False Distress Alerts 257 2 GMDSS Distress, Urgency and Safety Frequencies 261 3 United Kingdom, Channel Islands and Irish Rescue Centres 263 4 Allocation of Maritime Identifi cation Digit (MID) Series 269 5 List of ITU International Telephone Dialling Codes 279 6 List of International Telex Dialling Codes 293 7 Standard Marine Navigational Vocabulary 309 8 International Morse Code Signals and Phonetic Alphabet 319 9 Proposed 12.5 KHz Spacing of VHF Channels 323 10 ITU MF RT Ship-To-Shore Working Channels 329 11 ITU HF RT Duplex Working Channels 331 12 List of MCA Authorised Persons for the Survey of Radio Installations on Passenger Ships, Fishing Vessels and Unclassed Cargo Vessels 339 13 International Call Sign Series 343 14 Code of Safe Working Practices for Merchant Seamen (COSWP) 353

Index 357

xix CHAPTER 1

Global Maritime Distress and Safety System (GMDSS)

1.1 GMDSS: OVERVIEW

In 1988, the International Safety of Life at Sea Convention of 1974 (SOLAS) was amended to include a new Chapter IV. This introduced the Global Maritime Distress and Safety System (GMDSS), which is now a well-established communication system. This new system introduced automatic distress alerting techniques utilising both terrestrial and satellite communications. In the GMDSS, greater emphasis is placed on ship-to-shore distress alerting while retaining the traditional ship-to-ship distress alerting method of former times. Under existing international agreements, ships are still obliged to assist vessels known to be in distress. However, within the GMDSS, rescue authorities ashore now assume the primary role of co-ordinating rescue operations at sea. The advantage of using automatic communication systems for alerting shore authorities during emergencies is that it dispenses with the need for manual aural watchkeeping. Within the GMDSS, a comprehensive communication system is provided for use during distress and search and rescue (SAR) operations globally. The world’s maritime states installed the necessary shore-based infrastructure establishing maritime rescue co-ordination centres (MRCCs), which can respond to vessels in distress and co-ordinate SAR operations. Such centres are equipped with sophisticated communication capabilities that include digital selective calling (DSC) and satellite equipment to deal with any maritime contingency. GMDSS lays down nine specifi c functions that all ships need to be able to perform irrespective of in which sea area they will be operating. These functions are: (a) transmitting ship-to-shore distress alerts (by at least two separate and independent means, each using a different radiocommunication service); (b) transmitting and receiving ship-to-ship distress alerts; (c) receiving shore-to-ship distress alerts; (d) transmitting and receiving SAR co-ordinating communications; (e) transmitting and receiving on-scene communications; (f) transmission and receipt of locating signals; (g) receipt of maritime safety information (MSI); (h) transmitting and receiving general radio communications to and from shore-based radio systems or networks and to other ships; (i) transmitting and receiving bridge-to-bridge communications. It is mandatory for ships to be fi tted with appropriate automated radiocommunication equipment in order that they can carry out these functions.

1.1.1 Search and rescue regions (SRRs)

The International Convention on Maritime Search and Rescue of 1979 established an agreed international planned approach toward SAR, while SOLAS required signatories to provide rescue services and coast-watching services along their shorelines. Consequently, the world’s ocean areas have been divided into search and rescue regions (SRRs). Each SRR has an MRCC that has primary responsibility for co-ordinating and controlling all maritime SAR activities. Extensive interconnecting communication links between MRCCs allow for the rapid and effi cient dissemination of information between these centres. Such links take full advantage of the globally integrated satellite and terrestrial communications. The 1979 SAR Convention came into force in 1985 and provides for the co-ordination of SAR assistance to anyone in distress at sea, irrespective of their location, nationality or circumstances.

1 1.1 Global Maritime Distress and Safety System (GMDSS)

1.1.2 IAMSAR Manual

The International Maritime Organization (IMO) and the International Civil Aviation Organisation (ICAO) have published a joint SAR manual, entitled the International Aeronautical and Maritime Search and Rescue Manual (the ‘IAMSAR Manual’). The IAMSAR Manual offers guidelines, rather than provisions, for a common maritime SAR policy, encouraging all coastal States to develop their organisations along similar lines, and enabling adjacent States to co-operate and provide mutual assistance. This Manual also takes into account that maritime and aeronautical SAR organisations are complementary, and the Manual has been aligned as closely as possible to ensure common policy in administrative and operational matters. It is published by the IMO and is available in four languages. The Manual consists of three volumes, as follows. Volume I: Organisation and Management discusses the concept of a global SAR system, the establishment and improvement of national and regional SAR systems, and co-operation with neighbouring States to provide effective and economical SAR services. Volume II: Mission Co-ordination assists personnel who plan and co-ordinate SAR operations and exercises. Volume III: Mobile Facilities is intended to be carried on board SAR rescue units, aircraft and vessels to help with performance of a search, rescue, or on-scene co-ordination function, and with aspects of SAR that pertain to their own emergencies. SOLAS, Chapter V (‘Safety of Navigation’), Regulation 21, states:

International Code of Signals and IAMSAR Manual 1. All ships which, in accordance with the present Convention, are required to carry a radio installation shall carry the International Code of Signals as may be amended by the Organization. The code shall also be carried by any other ship which, in the opinion of the Administration, has a need to use it. 2. All ships shall carry an up-to-date copy of Volume III of the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual. The ICAO and the IMO’s joint Maritime Safety Committee (MSC) meets on a regular basis to update SAR procedures. The latest IAMSAR Manual (the 2013 edition) contains some draft amendments approved by these organisations that became applicable on the 1st June 2012.

1.2 GMDSS SEA AREAS

With GMDSS, it is the vessel’s area of operation or trading pattern that determines the type of radiocommunication equipment fi tted on board. To this end, four distinct sea areas have been designated based on the transmission range of the frequency band used for a particular communication system. Area A1 An area within radiotelephone coverage range of at least one VHF coast station in which continuous digital selective calling (DSC) alerting is available, as may be defi ned by a Contracting Government. Area A2 Excluding area A1, within radiotelephone coverage range of at least one shore-based MF coast station in which continuous DSC alerting is available, as may be defi ned by a Contracting Government. Area A3 This excludes areas A1 and A2. It is the area within the coverage of an Inmarsat geostationary satellite in which continuous alerting is available (approximately 76˚ North to 76˚ South). Area A4 The remaining sea area outside areas A1, A2 and A3.

Note: Although satellite communication is a major communication medium under the GMDSS, it is not the exclusive medium. Other automatic means are available, such as DSC, radiotelephone and radiotelex services. These three services all use the conventional terrestrial maritime frequency bands.

2 GMDSS Implementation 1.4

1.3 GMDSS TERMINOLOGY

Some examples of the terminology used in the GMDSS are as follows. Distress alert transmission This infers that a mobile unit, or a person, is in distress or imminent danger and requires immediate assistance. In the terrestrial radiocom- munication bands, a distress alert may be defi ned as a digital selective call using the distress call format. In the satellite service, a distress alert may be defi ned as a message using the distress format for relay through space stations. A Land Earth Station (LES) automati- cally detects a satellite distress alert and a satellite communication channel is immediately assigned. Therefore an end-to-end communication link from ship to rescue centre is established. The minimum information contained in a distress alert is the identifi cation of the station in distress and its position. A mobile unit may be a ship, aircraft, or other vehicle. SAR co-ordinating communication This relates to communication between the ship in distress and the maritime rescue co-ordination centres (MRCCs), and ships and aircraft, taking part in SAR activities. It also includes communications to and from MRCCs by the on-scene co-ordinator in the distress area. Such communications may make use of satellite or terrestrial radiotelephony (RT) or radiotelex (narrow band direct printing, or NBDP) systems depending on equipment fi tted and the sea area in which the incident occurs. The worldwide interconnection of MRCCs using SARNET is also included in the category of communication (see section 1.7.1). On-scene communications This type of communication generally relates to short-range communication between the distress ship and assisting units, and to communications associated with SAR activities. Normally, RT is used on the designated safety frequencies in the MF and VHF bands. However, radiotelex (NBDP) using forward error correction (FEC) may also be used on the designated safety frequency in the MF band. Locating signals These signals are sent from Emergency Position Indicating Radiobeacons (EPIRBs) to greatly improve the chances of rescue. Also used are search and rescue transponders (SARTs), that act as homing devices to locate a distressed vessel and/ or survivors by transmitting signals that can be received as distinctive signals on the searching ship or aircraft’s radar (see Chapter 4). Maritime safety information (MSI) GMDSS provides for dissemination of important navigational, meteorological information to shipping by automatic means on different frequency bands to ensure maximum coverage. It also includes shore-to-ship distress/ safety alerts. (For further details, see sections 4.15–4.17.) General radiocommunication This is designed to cope with what will be by far the most widely used of the nine functions listed in section 1.1 – namely, general commercial radio traffi c, either ship to shore, shore to ship, or inter-ship. This may be in the form of telephone, radiotelex, email, data exchange, etc., on all of the necessary frequencies to provide a good- quality service. Bridge-to-bridge communications This is a VHF radiotelephone service available for inter- ship communication on a worldwide basis, which must include Ch. 13 for safety of navigation. Channel 13 is the only channel that can be used within the GMDSS without transmitting a preceding DSC call on Ch. 70, and GMDSS ships should, where practicable, maintain a watch on this channel. This channel may also be used for ship movement and port operations communications, subject to national regulations of the relevant administration.

1.4 GMDSS IMPLEMENTATION

The full implementation of GMDSS regulations occurred on 1 February 1999, applying to all ships over 300 gross tonnage and all passenger ships on international voyages subject to SOLAS. The objective of the system is for all ships to have compulsory communication equipment appropriate to their area of operations. The new GMDSS equipment permits rapid automatic alerting of shore authorities of distress situations at sea.

3 1.4 Global Maritime Distress and Safety System (GMDSS)

Under the Merchant Shipping (Radio Installations) Regulations 1998, reg. 3: (1) Subject to the following provisions of this regulation, these Regulations apply to— (a) sea-going United Kingdom ships wherever they may be except while they are within the Great Lakes of North America and their connecting and tributary waters as far east as the lower exit of the St Lambert Lock at Montreal in the Province of Quebec, Canada; and (b) other seagoing ships while they are within United Kingdom waters. (2) These Regulations shall not apply to— (a) troopships not registered in the United Kingdom; (b) ships not propelled by mechanical means; (c) pleasure vessels; (d) fi shing vessels; (e) cargo ships of less than 300 tons; and (f) craft to which the Merchant Shipping (High-Speed Craft) Regulations 1996 apply. (3) Every ship the keel of which was laid or which was at a similar stage of construction before 1st February 1995 shall— (a) subject to paragraph (6) below, until the 1st February 1999 comply with either— (i) the requirements of Part II of these Regulations, or (ii) the requirements of Part III of these Regulations, regulations 11(1)(d) (NAVTEX) and 11(1)(f) (satellite EPIRB), and the requirements of the Merchant Shipping (Life-Saving Appliances) Regulations 1980 or the Merchant Shipping (Life-Saving Appliances) Regulations 1986 (as appropriate) relating to the carriage of radar transponders, and (b) on or after 1st February 1999 comply with the requirements of Part II of these Regulations. (4) Subject to paragraph (6) below, every ship the keel of which was laid or which was at a similar stage of construction on or after 1st February 1995 shall comply with the requirements of Part II of these Regulations. (5) Subject to paragraph (6) below, regulations 10, 11(4) and 19(2)(a) below shall apply to only United Kingdom passenger ships of Classes I, II and II(A) within the meaning of the 1984 Regulations wherever they may be and other passenger ships of those Classes while they are within United Kingdom waters. (6) Any passenger ship the keel of which was laid or which was at a similar stage of construction before 1st July 1997 to which regulations 10 or 11(4) apply need not comply with the requirements of those regulations (as applicable) until the date of the fi rst periodical survey after the date these Regulations come into force in respect of the ship.

1.5 SHIPBOARD EQUIPMENT FOR GMDSS

Part C of the SOLAS Amendments of 1988 and Part II of the Merchant Shipping (Radio Installations) Regulations 1998 provide information on the equipment required by GMDSS ships and the alternative arrangements permitted in the various sea areas. The following list is a general guide only, to allow operators to understand the range of equipment that they may encounter on board ship.

Area A1

(a) VHF radiotelephone (b) VHF DSC on Ch. 70 (c) VHF DSC watch receiver (d) SART (One) (e) NAVTEX receiver (f) Enhanced Group Call (EGC) equipment, required if outside NAVTEX coverage (g) Satellite EPIRB fl oat free (h) Two-way VHF RT equipment for survival craft

Area A2

(a) VHF radiotelephone (b) VHF DSC on Ch. 70 (c) VHF DSC watch receiver (d) SART (One) (e) NAVTEX receiver (f) Enhanced Group Call (EGC) and printer equipment, required if outside NAVTEX coverage

4 Shipboard Equipment for GMDSS 1.5

(g) Satellite EPIRB fl oat free (h) Two-way VHF RT equipment for survival craft (i) MF radiotelephone with DSC (j) MF watch receiver dedicated to 2,187.5 kHz (k) MF DSC encoder/decoder (this may be combined with items (i) and (j) above)

Area A3

(a) VHF radiotelephone (b) VHF DSC on Ch. 70 (c) VHF DSC watch receiver (d) SART (One) (e) NAVTEX receiver (f) Enhanced Group Call (EGC) and printer, required if outside NAVTEX coverage (g) Satellite EPIRB fl oat free (h) Two-way VHF RT equipment for survival craft (i) MF radiotelephone with DSC (j) MF watch receiver dedicated to 2,187.5 kHz on item (m) below (k) MF DSC encoder/decoder (this may be combined with items (i) and (j) above) (l) Inmarsat MES OR instead of (l) above: (m) MF/HF plus DSC (scanning watch) receiver plus narrow band direct printing (NBDP)

Area A4

(a) VHF radiotelephone (b) VHF DSC on Ch. 70 (c) VHF DSC watch receiver (d) SART (One) (e) NAVTEX receiver (f) Satellite EPIRB fl oat free (g) Two-way VHF RT equipment for survival craft (h) MF/HF radiotelephone with DSC (i) MF/HF radiotelex (NBDP) (j) MF/HF scanning DSC watch receiver

Notes on equipment

1. VHF radiotelephones must be capable of transmitting and receiving DSC on Ch. 70 and RT on Chs 6, 13 and 16. 2. The DSC Ch. 70 VHF watchkeeping equipment may be separate or combined with item 1. above. 3. MF radio installation must be capable of transmitting and receiving DSC on 2,187.5 kHz and RT on 2,182 kHz for distress purposes. 4. The dedicated 2,187.5 kHz DSC watchkeeping receiver may be separate or combined with DSC equipment in item 4 above. 5. MF/HF installations must be capable of transmitting and receiving on all distress and safety frequencies in the 1,605–27,500 kHz range using DSC, RT. 6. MF/HF DSC watchkeeping receivers must be capable of receiving on the frequencies of 2,187.5 kHz and 8,414.5 kHz and at least one of the other HF DSC frequencies (4,207.5, 6,312, 12,577 or 16,804.5 kHz). The receiver may be separate or combined with DSC equipment in item 6 above. 7. Ships constructed before 1 February 1997 and exclusively engaged on voyages within Areas A2, A3 and A4 may be granted exemptions from carrying DSC Ch. 70 VHF, provided that such ships maintain, where practicable, a continuous listening watch on Ch. 16 VHF. This watch shall be kept from the position at which the ship is normally navigated.

5 1.5 Global Maritime Distress and Safety System (GMDSS)

8. An amendment to SOLAS 1974 came into force on 1 February 1995 for new and existing ships: Provision of 9 GHz Search and Rescue Radar Transponder(s) (SART) All passenger ships and all cargo ships of 500 gross tonnage and above must be provided with at least two 9 GHz radar transponders. At least one transponder must be provided for cargo ships of 300 gross tonnage and above but less than 500 gross tonnage. Such transponders must conform to performance standards not inferior to those adopted by the IMO. Attention is drawn to the need to provide a means of mounting the transponder at least one metre above sea-level in all survival craft. (MSA, Radio and Radio Navigational Equipment: Amendments to SOLAS 74 Coming into Force on 1 February 1995 and 1 February 1999, Merchant Shipping Notice No. M.1617) 9. The two-way VHF RT equipment for survival craft referred to above relate to VHF (waterproofed) ‘walkie-talkies’. Requirement for ships of 300–500 gross tonnage is a minimum of two. For ships over 500 gross tonnage, the minimum requirement is three.

Additional notes

From 1 February 1995, all two-way VHF RT apparatus provided on all passenger ships and all cargo ships of 300 gross tonnage and above, for use in survival craft, and which do not already conform to the performance standards adopted by the IMO, must at least be compatible with equipment conforming to those standards. As a minimum, therefore, all such apparatus must operate on the VHF distress and safety frequency 156.8 MHz (Ch. 16) and two other channels (usually Chs 6 and 12) and be provided with a battery capable of operating for 8 hours at its highest rated output, with a duty cycle defi ned as a 6 sec. transmission, 6 sec. reception above squelch opening level, and 48 sec. reception below squelch opening level, or must be provided with one or more batteries of the same capacity. Any new equipment supplied to fulfi l this requirement must conform to the IMO performance standards. All radio equipment and radar transponders installed on UK ships must be of a type that is approved by Ofcom to a specifi cation that incorporates the relevant IMO requirements. Similarly, all radar equipment must conform to a standard incorporating the IMO requirements and be approved by the MSA. The MCA’s Merchant Shipping Notice No. M.1714 (M) gives further details.

1.5.1 Port state control

After 1 February 1999, foreign vessels not suitably equipped for GMDSS or which do not possess a valid exemption provided under SOLAS, Chapter IV, Regulation 3, will be liable to detention in UK ports. A copy of the exemption should be carried on board and made available during inspection. UK ships will be liable to similar sanctions when inspected abroad.

1.5.2 Position updating

From 1 July 2002, an amendment to SOLAS was adopted and a new Regulation 18 added after existing Regulation 17: All two-way communication equipment carried on board a ship to which this chapter applies which is capable of automatically including the ship’s position in the distress alert shall be automatically provided with this information from an internal or external navigation receiver, if either is installed. If such a receiver is not installed, the ship’s position and the time at which the position was determined shall be manually updated at intervals not exceeding 4 h, while the ship is under way, so that it is always ready for transmission by the equipment.

1.5.3 Implementation of SOLAS for passenger ships

With effect from 1 July 1997, a number of amendments to SOLAS 1974 came into force relating to the enhancement of safety on passenger ships. These included certain amendments to those provisions of SOLAS relating to radio installations. These amendments will be applied to all United Kingdom passenger ships of Class I, II and II(A) by means, generally speaking, of incorporation into or amendments to the Merchant Shipping (Radio Installations) Regulations 1998. 6 Shipboard Equipment for GMDSS 1.5

SOLAS, Chapter IV, Regulation 6(4) 4 In passenger ships, a distress panel shall be installed at the conning position. This panel shall contain either one single button which, when pressed, initiates a distress alert using all radiocommunications installations required on board for that purpose or one button for each individual installation. The panel shall clearly and visually indicate whenever any button or buttons have been pressed. Means shall be provided to prevent inadvertent activation of the button or buttons. If the satellite EPIRB is used as the secondary means of distress alerting and is not remotely activated, it shall be acceptable to have an additional EPIRB installed in the wheelhouse near the conning position.

UK interpretation

Existing equipment provided with distinct alerting facilities (that is, buttons on the front panel), which will transmit a distress alert on pressing without further action from the operator (that is, without requiring the manual tuning of the relevant VHF transmitter), will be acceptable. Electronic switching to enable or disable particular radio installations to be used for distress alerting time from a single button is acceptable provided that there is means to indicate which installations are enabled or disabled at any point of time. Where multiple buttons are provided, each must be clearly marked with details of the installations to which they refer. Multiple panels are acceptable provided that they are co-located. Existing arrangements to prevent inadvertent activation of the distress alert facilities remain acceptable, as do the indications of activation, unless equipment is subsequently replaced. For existing ships not provided with a distinct conning position (that is, a position in which the ships’ navigating staff would normally sit during any passage), this panel, panels or equipment must be: (a) located within the area used for the navigation of the ship – that is, not in a separate cabin (unless access doors are removed) or upstairs/downstairs; and (b) illuminated by the electrical lighting required by regulation 9(1)(d) of the Merchant Shipping (Radio Installations) Regulations 1998. This states: 9. (1) Every radio installation shall— (d) be provided with reliable, permanently arranged electrical lighting, independent of the main and emergency sources of electrical power, for the adequate illumination of the radio controls for operating the radio installation . . . All new ships and existing ships provided with a distinct conning position are to be provided with dedicated distress alerting panels located within the main navigation console(s); the conning position is understood to be the location in which the offi cer of the watch is likely to perform his or her duties. For all ships, an additional satellite EPIRB is to be provided in the wheelhouse if used to fulfi l the requirements for a secondary means of distress alerting, unless the existing EPIRB is remotely activated. Alternatively, if fi tted, an alternative radio communications system may be selected, for example, Inmarsat or, if certifi ed for operations only in sea area A1, VHF DSC.

SOLAS, Chapter IV, Regulation 6(5): Provision of ship’s position information

5 In passenger ships, information on the ship’s position shall be continuously and automatically provided to all relevant radiocommunication equipment to be included in the initial distress alert when the button or buttons on the distress panel is pressed.

UK interpretation

With the sole exception of satellite EPIRBs, all radio installations to be used for generating distress alerts are to be provided with facilities to continuously and automatically update the ship’s position for inclusion in any distress alert. This position information may be derived from any source suitable for use throughout all intended voyages. Existing equipment unable to support this facility is to be replaced.

SOLAS, Chapter IV, Regulation 6(6): Distress alarm panel

6 In passenger ships, a distress alarm panel shall be installed at the conning position. The distress alarm panel shall provide visual and aural indication of any distress alerts transmitted or received on board and shall also indicate through which radiocommunication service the distress alerts have been made.

7 1.5 Global Maritime Distress and Safety System (GMDSS)

UK interpretation

For existing ships, provided that the distress alarms are present within the area normally used for conning the ship, or immediately adjacent thereto, present arrangements remain acceptable. For new ships, a distinct panel is to be provided. This panel may be that used to comply with new SOLAS Regulation 6(4).

SOLAS, Chapter IV, Regulation 7(2): Aeronautical frequency VHF radio

2 Every passenger ship shall be provided with means for two-way on-scene radiocommunications for search and rescue purposes using the aeronautical frequencies 121.5 MHz and 123.1 MHz from the position from which the ship is normally navigated.

UK interpretation

Fixed or (recommended) portable equipment, plus headset and boom microphone, may be used to fulfi l this requirement. In view of the high noise levels encountered during helicopter operations, a suitable headset and microphone should be provided. Equipment is to conform to the relevant specifi cation(s) adopted by the Civil Aviation Authority (CAA) and should be connected to the main, emergency (if provided) and reserve power supplies (fi xed equipment only).

SOLAS, Chapter IV, Regulation 16(2): Radio personnel

2 In passenger ships, at least one person qualifi ed in accordance with paragraph 1 shall be assigned rform only radiocommunication duties during distress incidents.

UK interpretation

This person’s function is to maintain continuous communications, as far as is practicable, with the rescue co-ordination centre (RCC), or on-scene co-ordinator (OSC) as appropriate, during any emergency. This person’s duties are to be clearly specifi ed on the Muster List. No other duties may be performed by the person throughout the distress incident. This person, who may not be the ship’s master, must hold a minimum of a GMDSS General Operator’s Certifi cate (GOC), except and unless the ships is certifi ed to operate only in sea area A1.

1.5.4 EPIRBs on fi shing vessels

The Fishing Vessels (Life-Saving Appliances) Regulations 1988 gave effect to the provisions of the Safety at Sea Act 1986 concerning EPIRBs for fi shing vessels of 12 metres or more in length. The length referred to is registered length. The Regulations require that, from at least 15 January 1989, fi shing vessels of 12 metres or longer must carry a type 406 MHz EPIRB. EPIRBs fi tted to fi shing vessels in compliance with the Regulations shall comply with MPT 1259 (Performance specifi cation for a satellite EPIRB operating at 406 MHz), as amended. Following tank tests into the conditions for EPIRB automatic deployment, the MCA offered the following siting advice: Vessel owners are reminded that to provide the best conditions for automatic deployment, EPIRBs should be sited so they can fl oat free and clear regardless of the vessels [sic] angle or position during or following capsize (e.g. on the wheelhouse roof). Some compromise on siting an EPIRB may need to be made on the vessel to enable access for alternative manual activation, for example, if the EPIRB is placed on one side of the vessel, or immediately behind the wheelhouse then the likelihood of correct deployment is reduced. (MCA press release, 9 September 2009) Although there is no mandatory requirement for EPIRBs to be provided in fi shing vessels of less than 12 metres in length, it is strongly recommended that they should be so provided.

1.5.5 Recommended GMDSS equipment for small craft

In Table 1.1, recommended GMDSS equipment is indicated by an ‘R’, while ‘O’ indicates that the equipment fi t is optional.

8 Minimum GMDSS Personnel Requirements for Ships’ Stations and MESs 1.6

Table 1.1 Area of operation from coast in nautical miles

Equipment Up to 5 m Up to 30 m Up to 60 m Up to 150 m Unrestricted ARRRRR BORRRR COOORR D None None O R R E None None O O R F None O R R R G None O O R R

Where: Equipment A represents a handheld, waterproofed VHF radio, which can also be used in the life raft Equipment B represents a fi xed VHF radio installation and fi tted with DSC Equipment C represents a fl oat-free 406 MHz EPIRB (with 121.5 MHz homer) Equipment D represents an MF SSB radio installation and fi tted with DSC Equipment E represents an Inmarsat installation Equipment F represents a NAVTEX receiver Equipment G represents a search and rescue transponder (SART)

Equipment specifi cation

In Europe, for small craft, the minimum standard for DSC-equipped radios for fi xed use is EN 301 205. This standard approximates to the international specifi cation for ‘Class D’ DSC equipment.

Vessel monitoring system

A European Council directive exists that concerns the establishment of a satellite-based vessel monitoring system (VMS) to monitor the position of community fi shing vessels. (See Chapter 9.)

Radio qualifi cations for small craft operators

Two qualifi cations exist: • the Short Range Certifi cate (SRC), which is for operators operating in GMDSS sea area A1, on craft that do not legally require GMDSS (that is, voluntary fi tted vessels); and • the Long Range Certifi cate (LRC) for those operating on voluntary fi tted vessels that sail outside area A1. See sections 12.14–12.18.

1.6 MINIMUM GMDSS PERSONNEL REQUIREMENTS FOR SHIPS’ STATIONS AND MESs

In compliance with international agreements, administrations must ensure that an adequately qualifi ed operator controls the operating of a ship’s GMDSS equipment. This operator must be certifi cated in accordance with the administration’s requirements to which the vessel is subject. Provided that such conditions are met, other persons besides the certifi cate holder may use the equipment. There are six categories of operator certifi cate: (a) the First-Class Radio Electronic Certifi cate; (b) the Second-Class Radio Electronic Certifi cate; (c) the General Operator’s Certifi cate (GOC); (d) the Restricted Operator’s Certifi cate (ROC); (e) the Long Range Certifi cate (LRC) (for non-SOLAS vessels); and (f) the Short Range Certifi cate (SRC) (for non-SOLAS vessels).

9 1.6 Global Maritime Distress and Safety System (GMDSS)

Under the Radio Regulations, 2012 edition, Article 48.2–7:

48.2 §2. Administrations shall ensure that the personnel of ship stations and ship earth stations are adequately qualifi ed to enable effi cient operation of the station, and shall take steps to ensure the operational availability and maintenance of equipment for distress and safety communications in accordance with the relevant international agreements. 48.3 §3. An adequately qualifi ed person shall be available to act as a dedicated communications operator in cases of distress. 48.4 §4. The personnel of ships’ stations and [MESs] for which a radio station is compulsory under international agreements, and which use the techniques and frequencies prescribed in Chapter VII shall, with respect to the provisions of Article 47, include at least: 48.5 a) for stations on board ships which sail beyond the range of VHF coast stations, taking into account the provisions of the International Convention for the Safety of Life at Sea (SOLAS) 1974, as amended: a holder of a fi rst- or second-class radio electronic certifi cate or a general operator’s certifi cate; 48.6 b) for stations on board ships which sail within the range of VHF coast stations, taking into account the provisions of the International Convention for the Safety of Life at Sea (SOLAS) 1974, as amended: a holder of a fi rst- or second-class radio electronic certifi cate or a general operator’s certifi cate or a restricted operator’s certifi cate. 48.7 §5. The personnel of ships’ stations and [MESs] for which a radio installation is not compulsory either under international agreements or national regulations and which use techniques and frequencies prescribed in Chapter VII shall be adequately qualifi ed and certifi cated in accordance with the administration’s requirements.

1.7 ROLE OF THE MARITIME RESCUE CO-ORDINATION CENTRE (MRCC)

As the name implies, MRCCs (often abbreviated simply to RCCs) are used to assist with any type of maritime incident, including distress. Extensive communication links provide ‘end-to-end’, or two- way, connection between the distress vessel and competent rescue authorities ashore. Because of the very high priority status accorded to distress alerts and the use of automatic signalling systems, this direct connection link is rapidly established. The principal roles of search and rescue (SAR) communications are: (a) the reception of alerts from equipment used by persons in distress; (b) the exchange of information with persons in distress and the SAR mission co-ordinator, and other units or facilities, to co-ordinate responses to distress incidents; and (c) direction fi nding and homing that allows SAR units to be sent to the vicinity of the distress incident and to home in on signals transmitted by equipment activated by possible survivors. Therefore comprehensive communication systems link an individual MRCC with either a coast station, a Land Earth Station (Inmarsat LES), a Cospas-Sarsat mission control centre (MCC), or a local user terminal (LUT). When an MRCC receives a distress alert via one of these alerting posts, it will relay details of the alert to SAR units and to other ships within the general area of the reported distress. This relayed message should indicate the distress vessel’s identifi cation, its position and any other relevant information of practical use in rescue operations. The MRCC that initially receives a distress alert, appropriately called the ‘fi rst RCC’, assumes responsibility for all further co-ordination of subsequent SAR operations. However, this responsi- bility may be transferred to another MRCC that may be in a better position to co-ordinate rescue efforts (see Figure 1.1). MRCCs are also generally involved in subsequent SAR co-ordinating communications. This may include communications between the designated ‘on-scene co-ordinator’ (OSC) on board SAR units within the general area of the distress incident. Maritime administrations must ensure that suitable arrangements are made for assigning and registering ship identities using the GMDSS. This registration information must be available to MRCCs on a 24/7 (that is, 24 hours a day, seven days a week) basis.

1.7.1 SARNET

SARNET refers to the use of Inmarsat-C-equipped MRCCs to communicate quickly with other MRCCs worldwide and has proved very successful. It is particularly useful when an MRCC has

10 Role of the Maritime Rescue Co-ordination Centre (MRCC) 1.7

Fig. 1.1 Actions of the fi rst RCC on receipt of distress alert received a distress alert by HF DSC and the source of which may be thousands of miles away. The rapid relaying of the distress information to a rescue centre nearer the scene of the incident is facilitated by use of this system. In 2012, Inmarsat launched a shore-to-ship priority voice calling service using its FleetBroad- band facility and other services including Inmarsat B. This service is free to MRCCs, allowing them to set up a priority voice call to any ship equipped with Inmarsat equipment. To initiate such a call, the RCC dials a unique number, followed by its account personal identifi - cation number (PIN). The phone number of the Inmarsat maritime terminal with which the RCC wishes to communicate is then entered, and the telephone call will be connected with distress priority.

1.7.2 Registration database for GMDSS

All identifi cations used within the GMDSS for identifying vessels in distress are held on database that can be accessed by MRCCs, etc., as necessary. An annex to Resolution 340 of the 1997 World Radiocommunication Conference (WRC-97) makes administrations or organisations responsible for assigning these identities, and for making suitable arrangements for ensuring that these registrations of identities are made and maintained. This annex further states that: • Means shall be provided by the Bureau and administrations maintaining national data- bases to allow rescue coordination centres immediate access to this database on a 24 hour per day, 7-day per week basis. • Each registration database should include the following information: • vessel name; • Maritime Mobile Service Identity (MMSI); • call sign; • Emergency Position Indicating Radiobeacons (EPIRBs) identification code (if applicable); • country (vessel flag State; may be derived from MMSI and call sign); • vessel identification number (IMO number or national registration number); • name, address, telephone and (if applicable) telefax number of emergency contact person ashore;

11 1.7 Global Maritime Distress and Safety System (GMDSS)

• alternative 24-hour emergency telephone number; • capacity of persons on board (passengers and crew); • ship’s radio installation (Inmarsat B, C, Fleet 77, FleetPhone, VHF digital selective calling etc.); and • Inmarsat mobile earth station identities (IMNs) if applicable. When vessels change registration, change ownership, change name, or are wrecked, etc., it is important that the registration authorities are advised promptly of these circumstances. This allows the register to be kept up to date. Points of contact of Cospas-Sarsat 406 MHz beacon registration are given in the Admiralty List of Radio Signals (ALRS), Volume 5.

1.8 GMDSS MASTER PLAN

When GMDSS amendments to SOLAS 1974 were being drawn up, Contracting Governments agreed to co-operate in setting up the necessary shore-based infrastructure for terrestrial and satellite communications. SOLAS, Regulation 5, as amended, included a provision that: Each Contracting Government undertakes to provide the Organisation [the IMO] with pertinent information concerning the shore-based facilities in the Maritime Mobile Service, Mobile-Satellite Service and Maritime Mobile-Satellite Service, established for sea areas which it has designated off its coasts. Thus the International Maritime Organisation (IMO) publishes a Master Plan that describes the complete system and lists all relevant standards for equipment. The Master Plan also lists all of the shore-based communications facilities and services worldwide that are made available by contracting governments within the GMDSS. The Plan is updated regularly and covers both space and terrestrial communication methods. It also includes the following information: (a) a list of VHF coast stations for sea area A1; (b) a list of MF coast stations for sea area A2; (c) a list of HF coast stations for sea areas A3 and A4; (d) a list of Inmarsat LESs; (e) a list of Cospas-Sarsat MCCs; (f) information concerning operational and planned NAVTEX services; (g) distress message routeing and the Inmarsat/MRCC ship-to-shore distress alerting networks; (h) a list of MESs commissioned for MRCC operations; (i) an HF NBDP MSI broadcast schedule; (j) a list of proposed and operational SafetyNET services; (k) a list of maritime SAR regions, MRCCs and associated shore-based facilities; and (l) information concerning shore-based facilities in the GMDSS. The Plan information is available to maritime, aeronautical, telecommunication, meteorological and SAR authorities, etc., or any other interested parties, and to training establishments. Details of the Master Plan are also available in the ALRS, Volume 5.

1.9 AVAILABILITY AND MAINTENANCE OF GMDSS EQUIPMENT: TERMINOLOGY

It has been agreed internationally that certain requirements must be attained in order to ensure the availability of radio equipment on convention ships while at sea. The methods used to ensure such requirements are as follows. (a) Duplication of equipment (DOE) Equipment duplication may be used as a means of contributing to the availability of equipment in the GMDSS. (b) Shore-based maintenance (SBM) Within the GMDSS, if availability is ensured by using a combination of methods including SBM, an arrangement acceptable to the administration should be established to ensure adequate support of the ship for the maintenance and repair of its radio installations.

12 Availability and Serviceability of GMDSS Equipment 1.10

(c) At-sea maintenance (ASM) Where ASM is used as an option to ensure availability of electronic equipment by means of a maintenance capability on board UK ships, then the arrangements made must be acceptable to the Department for Transport (DfT). Under SOLAS, area A1 and A2 vessels must nominate one option; area A3 and A4 vessels must nominate two options. An SBM contract must be acceptable to the authorities of the vessel’s fl ag state.

1.10 AVAILABILITY AND SERVICEABILITY OF GMDSS EQUIPMENT

The methods to be used to ensure that availability and serviceability of equipment under the GMDSS are given in Merchant Shipping Notice No. 1690 (M). This notice is an integral part of the Merchant Shipping (Radio Installations) Regulations 1998. Requirements for ensuring availability 2. (a) Every ship, subject to this Regulation, shall ensure availability by using at least one; and for area A3 or area A4 ships at least two, of the following methods - (i) duplication of equipment; (ii) shore-based maintenance; (iii) at-sea electronic maintenance capability; or (iv) any other method or combination approved by the Secretary of State. (b) Irrespective of the methods used to ensure that availability of the equipment, but subject to the exception of Regulation 49 [this relates to powers for detaining vessels not complying with regulations], a ship should not depart from any port unless and until the ship is capable of performing all distress and safety communications. (c) Irrespective of the methods used by the ship, all manufacturers’ instruction manuals and maintenance manuals for each piece of equipment required should be available on board. In the case of UK ships these manuals must be in the English language. Adequate tools, spare parts and test equipment appropriate to the methods used by the ship should be provided. The manuals, tools, spare parts and test equipment, as applicable, should be readily accessible. The regulations for ensuring availability vary according to the GMDSS sea areas, as is shown in the following sections of the notice. Duplication of equipment ensuring availability 3. (a) If availability is ensured by using duplication, either singly or in combination with other approved methods, the following radio installations, in addition to those required by Regulations 8, 9, 10, 11 and 12, as appropriate, and complying with Regulation 5, should be available on board ships engaged on voyages in – (i) Sea Area A1 – a VHF radio installation complying with requirements of Regulation 8(1)(a); (ii) Sea Areas A1 and A2 – a VHF radio installation complying with requirements of Regulation 8(1)(a) and an MF radio installation complying with the requirements of Regulation 10(1) (a); (iii) Sea Areas A1, A2 and A3 – a VHF radio installation complying with requirements of Regulation 8(1)(a) and either an MF/HF radio installation complying with the requirements of Regulation 11(1) ALTERNATIVE B(a) and being able to fully comply with the watch requirements of Regulation 13(1)(c); or an INMARSAT [MES] complying with the requirements of Regulation 11(1) ALTERNATIVE A(a). The MF/HF installation or INMARSAT MES installed for duplication should also comply with Regulation 11(2); (iv) Sea Areas A1, A2, A3 and A4 – a VHF radio installation complying with the requirements of Regulation 8(1)(a) and an MF/HF radio installation complying with the requirements of Regulation 11(1) ALTERNATIVE B(a) and being able to fully comply with the watch requirements of Regulation 13(1)(c). For ships operating in sea area A4 only occasionally and having originally installed an MF/HF radio installation, the additional MF/HF radio installation may be substituted by an INMARSAT [MES] complying with the requirements of Regulation 11(1) ALTERNATIVE A(a). The MF/HF installation or an INMARSAT [MES] installed for duplication should also comply with Regulation 11(2). (b) The additional radio installations specifi ed in paragraphs 3(a)(i) to 3(a)(iv) above should each be connected to a separate antenna and be installed and ready for immediate operation. (c) It should be possible to connect the additional radio installations specifi ed in paragraphs 3(a)(i) to 3(a)(iv) above (hereinafter referred to as ‘duplicated equipment’) to the reserve source or sources of energy required by Regulation 14(2), in addition to the appropriate radio equip- ment specifi ed in that regulation (hereafter referred to as ‘basic equipment’). The capacity of the reserve source or sources of energy should be suffi cient to operate the particular instal- lation (that is, the ‘basic equipment’ or the ‘duplicated equipment’) with the highest power

13 1.10 Global Maritime Distress and Safety System (GMDSS)

consumption, for the appropriate period specifi ed in Regulation 14(2)(a) to 14(2)(c). However, the arrangement for the reserve source or sources of energy should be such that a single fault in this arrangement should not be able to affect the basic and the duplicated equipment. If the reserve source of energy is a battery the charging arrangements should be duplicated. Alternatively, a suitable alarm system should be installed to indicate a failure in the charging arrangement and provision should be made to connect the equipment direct to a suitable alternative supply. Shore-based maintenance for ensuring availability 4. If availability is ensured by using a combination of methods which include shore-based maintenance, an arrangement acceptable to the [Maritime and Coastguard Agency (MCA)] should be established to ensure adequate support of the ship for maintenance and repair of its radio installations. Acceptable arrangements are – (i) a signed declaration for the Owner or his Representatives setting out the arrangement with a company or companies covering the trading area of the ship to provide maintenance and repair facilities on a call-out basis; (ii) provision of facilities at the main base of ships engaged on a regular trading pattern. Note: Records of Equipment (Forms DTP 30079 or DTP 30080) should include an indication of the types of arrangements for shore-based maintenance.

At-sea electronic maintenance capability for ensuring availability

5. (a) If availability is ensured by using a combination of methods which includes at-sea electronic maintenance capability, adequate additional technical documentation, tools, test equipment and spare parts must be carried on board in order to enable the maintainer to perform tests and localise and repair faults in the radio equipment. The extent of this additional technical documentation, tools, measuring equipment and spare parts to be carried on board should be consistent with the equipment installed. An indication of such approval should be entered in the Records of Equipment (Forms DTP 30079 or DTP 30080). (b) The person designated to perform functions for at-sea electronic maintenance should hold an appropriate certifi cate as specifi ed by the Radio Regulations or have equivalent at-sea electronic maintenance qualifi cations. (c) In the case of United Kingdom ships, for the purpose of the Regulations an offi cer or crew member shall be deemed qualifi ed to carry out radio maintenance if he or she holds – (i) a Radio Maintenance Certifi cate granted by the Secretary of State, or (ii) a certifi cate recognised by the [MCA] as being equivalent to the certifi cate in (i) above. Acceptable combinations (or equivalent) 6. (a) Any INMARSAT [MES] equipment providing the enhanced group calling (EGC) capability may be accepted as fulfi lling the basic requirement of Regulation 8(1)(e) for EGC reception. (b) Any INMARSAT [MES] or any MF/HF radiotelephone installed for duplication may also satisfy the basic requirements of Regulations 10(1)(c), 11(1) ALTERNATIVE A(d) and 11(1) ALTERNATIVE B(c) for another radio service to initiate the transmission of ship-to-shore distress alerts. (c) Any INMARSAT [MES] or any MF/HF radiotelephone may be installed for duplication irrespective of whether the basic radio installation complies with Regulation 11(1) ALTERNATIVE A(a) or Regulation 11(1) ALTERNATIVE B(a).

1.10.1 MCA requirements for companies offering SBM of radio equipment under the GMDSS

Annex 1 to the MCA’s Marine Guidance Notice 417 provides as follows: Requirements to be met by companies offering GMDSS Shore-Based Maintenance (SBM) Company literature dedicated to operational procedures relevant to the SBM service provided should indicate that certain requirements are met and include related information, as follows:

Requirements

(1) The company operates a quality control system to either the requirements of ISO 9000 (or equivalent) or is audited and approved by a GMDSS manufacturer or their UK-based main Distributor;

(NOTE: GMDSS product manufacturers or their UK-based main Distributor shall not unreasonably refuse to approve a Shore-Based Maintenance organisation that meets the appropriate standards. In the

14 Availability and Serviceability of GMDSS Equipment 1.10 event of a GMDSS product manufacturer (or their UK-based main Distributor) turning down a request by a company for approval on commercial grounds, an opinion on the validity of the decision may be sought from MCA.) • Company literature to contain: • a copy of the ISO 9000 Accreditation Certifi cate or accreditation from GMDSS product manufacturers or their UK-based main Distributor detailing tasks and addresses of the facilities covered by the accreditation; and • a full schedule listing Product Groups for which the company offers SBM. (2) Service staff are available 24 hours a day, 365 days a year to provide technical advice and arrange immediate service; • Company literature to contain evidence showing how they will cover this requirement indicating the actual arrangements to cover “out of hours contact” and/or absence of staff. All relevant telephone landline and mobile numbers to be included and kept updated. (3) Service staff have access to suitable repair and maintenance facilities and suffi cient tools and test equipment (calibrated if appropriate) to undertake SBM duties; (4) Service staff have a full understanding of relevant rules, regulations, codes and guidelines related to SBM activities;

(NOTE: Service personnel should hold industry-recognised technical qualifi cations as at annex 2 and GMDSS equipment should be operated by a qualifi ed person or under the authority of a qualifi ed person. Service personnel currently successfully undertaking SBM work but who do not hold the relevant technical qualifi cations will be required to obtain such qualifi cation no later than 31 December 2006.) • Company literature to contain the names of SBM company directly-employed [sic] attending engineers, their Industry-recognised technical qualifi cations, and, any manufacturers’ technical training courses attended with locations, dates and product content. (5) The SBM provider takes all reasonable steps to ensure that attending engineers are competent to carry out the work required;

(NOTE: If, in the UK, SBM work is sub-contracted, the subcontractor must meet Requirements 1 to 4 inclusive. For work outside the UK, the SBM company should indicate in company literature the “reasonable steps” undertaken to ensure the competence of attending engineers.) (6) One of the SBM-provider staff is nominated as being responsible overall for the company’s shore-based maintenance activities; • Company literature to indicate the name, professional qualifi cation details and contact details of the person having overall responsibility for the company SBM activities. (7) A continuing training programme concerning new developments and techniques is provided for all personnel involved in shore-based maintenance; • Company literature to contain the training programme related to SBM together with a schedule consolidating the Training Review of each employee emphasising training issues relating to SBM. (8) Access is provided to a full set of technical manuals to cover the equipment under contract; • Company literature to contain a full list of technical manuals held and their location. Updates to documentation to be logged with relevant dates. (9) Access is available to service exchange units, spare parts and the latest software versions and updates as advised by the manufacturer; • Company literature to contain: • a signed statement by each of the GMDSS product manufacturers or their UK-based main Distributor(s) mentioned in Requirement 1 stating that it offers direct access by the SBM Company to service exchange units, spare parts and the latest software versions and updates for the products maintained by the SBM; and • a full list (if produced) of Manufacturers’ recommended service exchange units, spe- cialised test equipment programmer or jigs and spare parts for equipment mentioned in Requirement 1. (10) Appropriate records of repair and maintenance are kept and available for inspection by the Administration as may be required; • Company literature to contain details of Document Control listing, specifi cally, details of the appropriate fi les/records of repair and maintenance to vessels under contract. (11) The company has original verifi cation certifi cates, renewed annually, showing the existence of current SBM agreements, copies of which to be provided to ships to be kept with ships papers or displayed at the main radio installation. • Company literature to contain an example of a Company SBM Agreement – see Annex 4. (12) Make available to the Administration, when requested, the dates of commencement and termination of SBM contracts. • Company literature to contain a full schedule showing current SBM contracts in existence with dates of commencement and termination.

15 1.10 Global Maritime Distress and Safety System (GMDSS)

Annex 2 lists the qualifi cations required for an SBM provider: Existing technical qualifi cations – suitability for Shore-Based Maintainer

Qualifi cations required: a. GMDSS operating certifi cate and; b. A minimum of 2 years’ relevant experience endorsed by employer, plus at least one of the following: • British Marine Electronics Technician (BMET) Intermediate or above • PMG or equivalent • HNC/HND/ONC/OND or equivalent • NVQ (SVQ) 3 or 4. Manufacturers’ technical training courses – Acceptable in conjunction with other recognised qualifi cations as above.

1.11 AVAILABILITY OF GMDSS EQUIPMENT: FURTHER REQUIREMENTS

As outlined in the previous section, every GMDSS ship subject to the Merchant Shipping (Radio Installations) Regulations 1998 shall ensure availability as required by the Merchant Shipping Notice MSN 1690 (M). However, certain conditions must be met irrespective of the method used to ensure availability of equipment to function as per the appropriate regulations. (a) Equipment shall be so designed that the main unit can be replaced readily, without elaborate recalibration or readjustment. (b) Where appropriate, equipment shall be so constructed and installed that it is readily accessible for inspection or on-board maintenance purposes. (c) Adequate information shall be provided on board to enable the equipment to be properly operated and maintained. (d) Adequate tools, spare parts and test equipment suitable to the methods used by the ship should be provided. (e) Required radio equipment shall be maintained to meet the recommended performance standards of such equipment. On all UK ships, a person nominated by the master, but usually a person holding an appropriate Radio Operator’s Certifi cate, shall, while the ship is at sea, carry out the daily, weekly and monthly tests required by Schedule 2 of the Merchant Shipping (Radio Installations) Regulations 1998. If any of the radio equipment required by these Regulations is not in working order, the nominated person shall inform the master and record details of the defi ciencies in the Radio Log.

1.12 FALSE DISTRESS ALERTS

It is a matter of deep concern to rescue organisations worldwide that MRCCs continue to receive high numbers of false distress alerts despite repeated warnings and publicity of the dangers over many years. Manufacturers have played their part by introducing protective covers over the distress button, and training establishments continue to stress the consequences of transmitting false alerts. The main cause of false alerts continues to be the result of human error by the accidental or incorrect use of GMDSS equipment on board ship. Ship’s masters can assist by verifying that any crew member likely to send a distress alert is fully conversant with the operation of all GMDSS equipment on board. It is also good practice to periodically instruct other personnel on board in the correct distress procedures in the event that the main GMDSS communicator is incapacitated by injury, etc. To further reduce the chance of false alerts, the routine test of GMDSS equipment should be conducted under the direct supervision of the person designated to operate the equipment during distress situations. False alerts cause a severe strain on MRCC resources, for each alert has to be investigated and this can divert attention away from a genuine distress incident. Ships personnel must ensure that they take great care when operating GMDSS equipment to avoid making an inadvertent distress alert transmission.

16 False Distress Alerts: Reporting Procedures 1.13

Generally, false alerts can be identifi ed as follows: • accidental transmission of a VHF DSC alert on Ch. 70; • accidental transmission of a MF DSC alert on 2,187.5 kHz; • accidental transmission of an HF DSC alert; • accidental activation of a distress alert using Inmarsat equipment; or • accidental activation of a satellite EPIRBs. Other diffi culties may arise that can lead to excessive and unnecessary DSC signalling and cause great confusion during distress situations. Generally, ships should not use their DSC equipment to acknowledge receipt of a DSC distress alert; this procedure is the responsibility of an MRCC. Also ships must not send DSC distress relays when they have received a DSC distress alert on MF or VHF. The Maritime Safety Committee (MSC) agreed the following measures to reduce the number of false distress alerts. Governments must: • ensure that all GMDSS equipment being manufactured meets the latest IMO performance standards (dedicated and protected distress buttons); • require shipowners to ensure, when ordering equipment, that it complies fully with the latest IMO performance standards; • encourage manufacturers of GMDSS equipment to investigate, as a matter of urgency, modifying equipment not fi tted with a dedicated and protected distress button to be so fi tted; • consider establishing requirements for GMDSS radio equipment not fi tted with a dedicated and protected distress button to be modifi ed to incorporate such facilities; • encourage manufacturers to co-operate so as to agree common standards and simplifi cation of operating equipment design, especially relating to facilities for initiating and responding to distress alerts; and • encourage shipowners and manufacturers to improve operating standards, so as to minimise false distress alerts.

1.12.1 Action to be taken by owners, masters and skippers

Masters should make sure that all who may be required to send a distress alert are instructed and knowledgeable in the operation of all radio equipment on the ship. Such instructions should also be given periodically on board the ship to all relevant crew members by the person responsible for communications. To reduce the chance of false alerts, routine testing of GMDSS equipment should be undertaken only under the direct supervision of the person designated to have primary responsibility for radiocommunications during distress incidents. The next section provides further guidance. The IMO Guidelines for the Avoidance of False Distress Alerts are given in Appendix 1.

1.13 FALSE DISTRESS ALERTS: REPORTING PROCEDURES

Accidental transmission of a VHF DSC alert on Ch. 70 observed

Stop the transmission immediately, then switch to Ch. 16 VHF and make an ‘all stations’ broadcast. Indicate in this RT message your name, call sign, MMSI number and position, and that you are cancelling the false alert sent at (quote) date/time (UTC). Monitor Ch. 16 VHF and respond to any communications relating to the distress alert as appropriate. Notify an MRCC of the incident by any appropriate means. An example of the format of a cancellation message sent by RT to ‘all stations’ is given below. If considered necessary, this type of message may also be addressed to an individual MRCC. ALL STATIONS, ALL STATIONS, ALL STATIONS THIS IS VIGAMAR, VIGAMAR, VIGAMAR

17 1.13 Global Maritime Distress and Safety System (GMDSS)

CALL SIGN GTYB MMSI NUMBER 232445542 MY POSITION 51° 22' NORTH, 010° 09' WEST CANCEL MY DISTRESS ALERT OF 1340 HOURS TODAY MASTER

Accidental transmission of a MF DSC alert on 2,187.5 kHz observed

Stop the transmission immediately, then switch to 2,182 kHz and make an ‘all stations’ broadcast to cancel the alert. (See the example above.) Indicate in this RT message your name, call sign, MMSI number and position, and that you are cancelling the false alert sent at (quote) date/time (UTC). Also monitor 2,182 kHz for a short period and respond to any communications relating to the distress alert as appropriate. Notify an MRCC of the incident by any appropriate means. Under normal circumstances, no action will be instigated against any vessel cancelling or reporting the inadvertent transmission of a distress alert. However, because there is a strict ban on such transmissions and because false alerts cause a severe strain on SAR resources, governments may prosecute vessels or individuals that repeatedly violate the regulations regarding false alerts.

Accidental transmission of an HF DSC alert observed, for example on 8,414.5 kHz

Stop the transmission immediately, then switch to the associated HF band (in the example given, 8,291 kHz would be used) and make an ‘all stations’ broadcast to cancel the alert. (See the example above.) Indicate in this RT message your name, call sign, MMSI number and position, and that you are cancelling the false alert sent at (quote) date/time (UTC). Also monitor 8,291 kHz for a short period and respond to any communications relating to the distress alert as appropriate. Notify an MRCC of the incident by any appropriate means.

Accidental activation of a distress alert using Inmarsat equipment observed

Immediately notify the appropriate MRCC by sending a distress priority message via the same LES to which the original false alert was sent. Indicate in this message your ship’s name, call sign, Inmarsat identity number (ship’s IMN) and position, and that you are cancelling the false alert sent at (quote) date/time (UTC).

Accidental activation of a satellite EPIRB

The procedure for cancelling a false distress alert from an EPIRB has been changed by the World Radiocommunication Conference of 2012 (WRC-12). If ships’ operators become aware that, for any reason, an EPIRB has accidentally been activated, the advice is as follows. Immediately stop the inadvertent transmission, then contact the appropriate MRCC by any means and cancel the distress alert.

1.13.1 Other problems: misuse of DSC acknowledgement

Ships acknowledging a DSC distress alert on Ch. 70 VHF

Ships operating in GMDSS sea area A1 should not transmit a DSC acknowledgement even if prompted to do so by the DSC controller. Ships must assume that the alert will have been heard and will be acknowledged by an MRCC or coast radio station. Therefore ships should defer RT acknowledgement for a short interval so that the MRCC/coast radio station may acknowledge receipt in the fi rst instance. However, unless instructed to do so by an MRCC, ships may acknowledge by DSC if: • the distress call is not acknowledged by a coast radio station; • no other communication by RT or telex has been received; and • at least 5 minutes have passed since reception of original alert and the alert has been repeated. Ships should establish communication as directed and offer appropriate assistance as circumstances dictate.

18 False Distress Alerts: Reporting Procedures 1.13

Ships acknowledging a DSC distress alert on 2,187.5 kHz

Ships operating in GMDSS sea area A2 should not transmit a DSC acknowledgement even though prompted to do so by the DSC controller. Ships must assume that the alert will have been heard and will be acknowledged by an MRCC or coast radio station. Therefore they should defer RT acknowledgement for a short interval so that the MRCC/coast radio may acknowledge receipt in the fi rst instance. If, however, the distress call is not acknowledged by a coast radio station or other vessel within 5 minutes, ships should acknowledge receipt to the station in distress. They should also use any means available to relay the distress call to an appropriate coast radio station or LES. In the event that the DSC distress alert continues to be repeated, an MRCC should be informed about the situation. The MRCC may then instruct your ship to acknowledge by DSC to stop the repetition – that is, you should acknowledge by DSC only if ordered to do so by a MRCC and not on your own initiative. The correct procedure for ships receiving a DSC alert in this area is to switch to 2,182 kHz, listen for further distress traffi c and acknowledge this by RT. Vessels will then assist as appropriate under the normal rules of the sea. Ships operating outside GMDSS sea area A2 that receive a distress alert that is, beyond all doubt, in their vicinity should send an acknowledgement by RT on 2,182 kHz. If, however, the DSC distress alert continues to be repeated, a DSC acknowledgement should be sent to stop the repetitions, then you should communicate with the ship on distress by RT on 2,182 kHz. Information concerning the distress ship should be sent to an MRCC using any means available.

Ships acknowledging a DSC distress alert on HF

Ships receiving an HF DSC distress alert should not transmit a DSC or RT acknowledgement under any circumstances, even though prompted to do so by the DSC controller. The correct procedure is for ships to listen for further distress traffi c by RT or radiotelex (NBDP) on the appropriate HF band on which the DSC alert was received. If, however, the DSC distress alert repeats, or if it becomes obvious that an MRCC/coast radio station has not acknowledged the DSC distress alert within 5 minutes, the receiving ship must relay the distress alert to any shore station. This distress relay message must be sent to an individual MRCC or coast station, and must not be sent to ‘all stations’. The IMO Guidelines for the Avoidance of False Distress Alerts are given in full in Appendix 1. Note: According to the revised performance standards for DSC equipment, ITU-R M.493–13 (10/2009), modern DSC controllers have the capability of sending out distress cancellation messages on the appropriate DSC frequency, to be followed by an RT cancellation on the associated RT frequency. The cancel procedure consists of the cancel operation on all bands utilised by the distress alert attempts (on VHF and MF there is only one cancel operation, whereas on MF/HF there may be up to six). The cancel operation consists of a DSC cancel message (a self-addressed distress alert acknowledgement) followed by a voice cancel on the corresponding frequency of subsequent communication. The phrase ‘voice cancel’ refers to the part of the cancel done over the subsequent communication frequencies whether it is by radiotelephony or on MF and MF/HF by data.

1.13.2 GMDSS equipment and operator competency

The following is taken from IMO COMSAR/Circ.17, Recommendation on Use of GMDSS Equipment for Non-Safety Communications: 2 Use of GMDSS equipment for transmission of general radiocommunications is one of the functional requirements in SOLAS chapter IV, regulation 4. Regular use of GMDSS equipment helps to develop operator competency and ensure equipment availability. If ships use other radiocommunication systems for the bulk of their business communications, they should adopt a regular programme of sending selected traffi c or test messages via GMDSS equipment to ensure operator competency and equipment availability and to help reduce the incidence of false alerts. This policy extends to all GMDSS equipment suites including Digital Selective Calling (DSC) on VHF, MF and HF, to the Inmarsat-A., B and C [and Fleet] systems, and to any duplicated VHF and long-range communication facilities.

19 Sixth edition G. D. LEES & W. G. WILLIAMSON Marine Radio Communication Handbook for This bestselling book provides an incomparable reference source for all vessels using maritime radio communication systems, which are now a legislative requirement. It includes exhaustive coverage of all UK and international regulations relating to modern maritime communications, such as the crucial GMDSS, all contained within one singular volume.

This sixth edition has been fully updated to take into account major developments over the last five years, in particular the revised regulations introduced by the International Telecommunication Union in 2012. The authors deliver an authoritative guide to the complicated and changing world of radio communications, including: • The very latest technological advances in terrestrial and satellite communications Handbook for • Changes to the international VHF channel allocation and channel spacing • The major overhaul of the organisational structure of the UK Coastguard service Marine Radio • Substantial enhancements to the eLoran services • The changing complexities of voyage planning • Large diagrams, an extensive index and fully-updated appendices Communication This is a definitive guide for today’s maritime communications Sixth edition industry, including ship owners, ship managers, coast guards, seafarers, students of maritime communications, as well as the recreational sector. G. D. LEES & W. G. WILLIAMSON LAW / MARITIME LAW

Cover image: © Martin Florin Emmanuel / Alamy

www.routledge.com/informalaw

Routledge titles are available as eBook editions in a range of digital formats