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RYAVHP Radio

(inc GMDSS)

G22/99

© 1999 Royal Yachting Association

All rights reserved. No part of this publication may be reproduced, stored in aretrieval system, or transmitted in any form or by any means, electronic,Mechanical, photocopying, recording or otherwise, without the prior permission ofthe publisher.

Published by the ROYAL YACHTING ASSOCIATION, RYA House,Romsey Road, Eastleigh, Hampshire SO50 9YA. Tel: 01703 627400and printed by Brown & Son, Ringwood, Hants.

CONTENTS

INTRODUCTION 4

CHAPTER 1 Requirements & Regulations 6

CHAPTER 2 Management of the Maritime Mobile Band 12

CHAPTERS Equipment & Fitting 16

CHAPTER 4 GMDSS 24

CHAPTER 5 DSC Controller 30

CHAPTER 6 Routine Procedures 38

CHAPTER 7 Distress Procedures 54

CHAPTER 8 Urgency, Safety & Coastguard Liaison 64

ANNEX A The Phonetic Alphabet 69

ANNEX B International & USA Frequencies 71

ANNEX C Extracts from Merchant Shipping Notices 75

ANNEX D Examination Centres 86

1INTRODUCTION

As we approach a new millennium short range radiocommunications are undergoing rapid change.

Marine communications have been revolutionised by theintroduction of the Global Maritime Distress and Safety System(GMDSS). This world-wide system, designed by theInternational Maritime Organisation and supported by theInternational Telecommunication Union, ensures that shipswherever they are in the world, can communicate via twoindependent means with a Rescue Co-ordination Centre onshore. Moreover they can do so without the need to carry aspecialist radio operator.

Yachts and small craft are not bound by either internationalconvention nor national regulations to carry radio transmittersand receivers and are under no obligation to participate inGMDSS. However, if the yachtsman wants the ability tocommunicate with other ships, harbour authorities and RescueCo-ordination Centres, he has no alternative but to keepreasonably up to date with the equipment and techniques of thecommercial shipping world.

Some elements of the pre-GMDSS means of communicationwill continue to be available until 2005 but, as we approach thatdate, it is likely that there will be an increasing imperative for theyachtsman to participate in the new system if he wants to becertain of the ability to send an effective distress messageshould the need arise.

During the last decade alternative methods of communicationhave proliferated. Cellular phone networks, although notoriginally designed for maritime use, have proved extremelyeffective in inshore waters where previously marine band VHPwas the only viable means of communication with the shore.Mobile phones are still no substitute for marine VHP, they lackthe essential ability to participate in an open network or toreceive and transmit broadcast messages such as urgency andsafety messages, but they can provide a point of entry into theshore phone network. They are so effective that link calls forpublic correspondence to the shore via coast radio stations are

now so little used that it is no longer viable to provide theinfrastructure to maintain the coast radio stations which, fordecades, provided the essential link between ship and shore.

The continuing strength of the maritime band VHPradiotelephone service is the ability it gives the mariner tocommunicate through an open network. The organisation of thesystem strikes a balance between providing facilities fordiscreet ship to ship or shore station conversations and thereception and transmission of broadcast messages.

Because the system is available to hundreds of thousands ofusers who have to share just 59 international channels, therehave to be rules and procedures which are understood andfollowed by everyone. The alternative is anarchy and anunworkable system. The rules don't have to be followedslavishly but if they were totally ignored then mutual interferencewould result and communication would be impossible.

The purpose of this booklet is to explain how yachtsmen canjoin the international community of VHP marine radiotelephony,thus providing for their own safety without interfering with otherusers.

CHAPTER 1 - REQUIREMENTS AND REGULATIONS

THE REQUIREMENTIn order to fit and/or use radio equipment in any vessel theowner must take into account three different sets of regulations:

a) The equipment must be built to a type approval standard.

b) The equipment must be covered by a valid radio licenceof which there are two types for marine radio, namely aShip Radio Licence, and a Transportable Radio Licence,both renewable annually.

c) A maritime radio must be operated only under the directpersonal supervision of a holder of the appropriateCertificate of Competence and Authority to Operate.

EQUIPMENT TYPE APPROVALAll radio equipment fitted in yachts must meet certain minimumperformance standards. These include such essentials to thesafety of life as the ability to operate in a range of environmentalconditions and avoiding interference to other users. Non-typeapproved equipment might not work at sea or might causeinterference during rescue operations.

Equipment offered for sale by reputable dealers in the UK willalmost certainly be type approved. If you buy equipmentoverseas or very old second-hand equipment, it may be non-type approved and may not be fitted with the correct channelsfor UK operation. All equipment, or the relevant handbook,should state that it complies with MPT XXXX or ETS300:XXX,where XXX is the approval specification number, in the case ofDSC (Class D) equipment this is MPT 1279 or EN301 025. Ifthere is any doubt about the grant of type approval the MCAshould be consulted before purchase. (Telephone 01703329100).

Exceptionally, foreign vessels using equipment which is non-UKtype approved may be licensed. This is permitted only when thevessel has been registered and the equipment has previouslybeen licensed by the foreign administration; or the equipmenthas been granted an equivalent permissible dispensation by the

Maritime and Coastguard Agency. Where the equipment is notUK type approved you must submit a letter from the foreignadministration to the effect that it meets the requirements of theforeign administration or provide a copy of the previous radiolicence which lists the same equipment.Further details about type approval can be obtained from theMaritime and Coastguard Agency, telephone 01703-329100.

THE SHIP RADIO LICENCEYou are required by law to have a valid Wireless Telegraphy Act(1949) Ship Radio Licence which should be displayedprominently on your vessel. The ship radio licence, inconjunction with an operator's certificate, is an authority fromthe Secretary of State to install and operate marine radioequipment on board a vessel. The licence costs £22 and isrenewable annually.

The licence allows the installation of any combination or numberof the following on board the vessel and their use on board thevessel and on its tender:

• MF, HF and Marine VHF (including GMDSS compatibleDSC radio) equipment

• Satellite communications equipment (Ship EarthStations)

• Radar, including SARTS.• Low powered on board communications equipment

(including UHF and repeater stations)• Emergency Position Indicating Radio Beacons (EPIRBs)

A unique vessel call-sign, recognisable worldwide, is issuedwith the licence. The application form and guidance notesenable you to register your 406 MHz EPIRB with theCoastguard. The application form can also be used to apply fora MMSI number which you will need if you intend to useGMDSS compatible DSC radio or satellite communicationsequipment.

The application form asks for details of the owner, the vesseland the number and type of radios carried (a single licence feecovers any number of pieces of radio equipment) onboard thevessel and its tender. These details are held on a databaseavailable to the Coastguard in an emergency.

A hand-held VHP radio must either be covered by a ship radiolicence or licensed separately as a transportable unit. Atransportable licence costs £22, allows you to licence a handheld portable radio for use on any vessel regardless of thevessel's licence status and is issued with a T reference.

Charities pay a concessionary fee of E11. To qualify, they mustproduce a valid charity registration number and prove that theirobject is 'the safety of human life in an emergency'.

The penalty for not holding a current licence can be a fine of upto £5,000 and forfeiture of your radio equipment. It's in yourinterest to ensure that your licence is current and valid.

For further information on Ship Radio Licensing contact: TheAeronautical & Maritime Section of the Radio communicationsAgency on 0171 211 0215.

For an application form (fig 1.1) contact the Agency's ship radiolicensing contractor at:

Wray Castle,Ship Radio Licensing,PO Box 5,Ambleside, LA22 OBF

Tel: 01539434662Fax: 015394 34663

• ^*r*p.£t'Complete this section for Marine Radio Equipment that you intend to use only on board the vessel named in section B.4.You should indicate the quantity of each type of equipment carried.

QuantityCarried

Typeof equipment

VHP fixed

VHP portable

M F / H F

MF / HF DSC

VHP DSC

VHFVTS

EP1RB

Aeronautical SAR

UHF portable

Satellite Earth Station - Standard A

Satellite Earth Station - Standard B

Satellite Earth Station - Standard C

Satellite Earth Station - Standard M

Search and Rescue Transponder

Radar

Frequenciesused

156-163 MHz

156-163 MHz

Telegraphy (MF/WT) 415 kHz - 535 kHz

Telegraphy (HF/WT) 4,000 kHz - 27,500 kHz

Telephony (MF/RT) 1,605 kHz - 4,000 kHz

Telephony (HF/RT) 4,000 - 27,500 kHz

121.5MHz

121. 5/243 MHz

406-406.1 MHz. See also Question 21.

1.6 GHz (L-band). See also Question 21 .

121.5/123.1 MHz

9,200 MHz-9,500 MHz

2.920 MHz-3, 100 MHz, 9320 MHz-9,500 MHz

ITUCategory

V

V

X

zT

U

B

C

E

F

S

sS

sG

Navigation equipment other than Radar (e.g. GPS, Decca) does not need to be declared on this form

Fig 1.1

OPERATORS' QUALIFICATIONSA maritime radio may be operated only by, or under, the directpersonal supervision of the holder of the appropriate Certificateof Competence and Authority to Operate. This is to maintainoperational standards and ensure a knowledge of distress,emergency and safety procedures.

CERTIFICATE OF COMPETENCE

In a yacht with a VHF radiotelephone without Digital Selective

9

Calling (DSC) the appropriate certificate is a RestrictedCertificate of Competence in Radiotelephony (VHP only). Thiscertificate states that the holder has passed the examinationin Radiotelephony required under the provisions of Section7(1) of the Wireless Telegraphy Act 1949 and the RadioRegulations and that the holder has made a declaration thathe will preserve the secrecy of correspondence.

The examination for the award of the Restricted Certificateconsists of a written paper followed by a practical test of thecandidate's knowledge of VHP radiotelephone procedures.Candidates are required to have a thorough knowledge ofdistress, urgency and safety procedures and a workingknowledge of all other operating procedures and the regulationswhich apply to Marine Band VHP radiotelephony.

If Digital Selective Calling equipment is fitted, a Global MaritimeDistress and Safety System (GMDSS) Short Range Certificate isrequired.

The examination for the award of the Short Range Certificate issimilar to the VHP Only exam with additional questionsconcerning the use of a DSC controller and the Global MaritimeDistress and Safety System (GMDSS). Holders of the restricted(VHP Only) Certificate can take a short test on DSC and GMDSSto convert to the Short Range Certificate.

Authority to conduct these examinations has been delegated bythe MCA to the Royal Yachting Association. The syllabus andfull details of the form of the examinations together with theaddresses and telephone numbers of examination centres arecontained in RYA booklet G26 VHP Radio OperatorExaminations. The list is also in Appendix D of this booklet.Applicants should approach the nearest examination centre.There is no age limit for candidates taking either exam.

AUTHORITY TO OPERATEAn Authority to Operate is issued to the holder of a certificate ofcompetence at the same time as the certificate. It may begranted to persons of any nationality provided they are 16 yearsof age or over. The Authority to Operate is the document whichauthorises the holder to operate a ship radio station on board avessel which is entitled to fly the British Flag. The Authority to

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Operate may be suspended with a view to revocation by theSecretary of State if it appears to him that there are sufficientgrounds so to do. In a case of suspension the holder has the rightto have the matter referred to an Advisory Committee. However,he must return the Authority to Operate to the Maritime andCoastguard Agency upon receiving notice of suspension.LICENCES FOR YACHT CLUBS, MARINAS ETCLicences are available which permit Yacht Clubs, Marinas andsimilar organisations to establish a base station in the UK. Full'details of these facilities are given in the RadiocommunicationAgency's publication "Coastal Station Radio Information Sheet"available from:

The Radio Communication Agency,New King's Beam House,22 Upper Ground,London SE1 9SA

Tel: 0171 211 0211

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CHAPTER 2 - MANAGEMENT OF THE MARITIMEMOBILE BAND

THE VHP INTERNATIONAL MARITIME MOBILE BANDVHP frequencies between 156.00 MHz and 174.00 MHz areallocated by international agreement to the Maritime MobileService, in other words for use by ships fitted with VHP radio.This allocation is not exclusive and other services are includedin the band.

This band is divided into 59 international channels with 25kHzspacing between channels, plus a number of private channelsthat may be allocated by the National Authority. A full list will befound in Annex A. Many of the channels have two frequenciesallocated, to allow duplex working, this term is explained later.

Each channel is allocated for one or more of eight specificpurposes, distress safety and calling; intership; bridge-to-bridge, public correspondence; digital selective calling, portoperations; ship movement (for all practical purposes identicalto port operations); and only in the UK yacht safety. Thisallocation is made by international agreement to introduce orderinto what would otherwise be a chaotic situation.

The International Telecommunications Union has agreed thatwhere interested and affected administrations agree, and subjectto certain conditions, 12.5kHz spacing between channels may bepermitted, thereby increasing the number of channels available.This option has not yet been adopted within Europe andconsequently is not permitted on UK flagged vessels.

There is a further proposal to reduce the channel spacing to6.25kHz giving, additional frequencies, however no agreementhas been reached on this proposal.

SIMPLEX AND DUPLEX WORKINGWith Simplex, the system found in virtually all leisure craft andsmall workboats, transmission is only possible in one directionat a time. Thus, at any instant, you can either transmit or receivebut cannot do both simultaneously. It only requires one aerialwhich is switched from receiver to transmitter and back againby means of the Press-to-Transmit switch.

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Duplex operation means that, like a telephone, transmissionis possible in both directions simultaneously. It needs twofrequencies and generally two aerials or a special duplexfilter.

Ship-to-shore working Channels are allocated on a two-frequency basis For example, Channel 26 has two frequencies- the ship transmits on a frequency of 157.3 MHz (shorereceives), and the shore station transmits on 161.9 MHz (shipreceives).

It is possible to use simplex equipment on the two frequencychannels, but transmission is still only possible in one directionat a time. The Press-to-Transmit switch automatically selectsthe correct frequency for transmission or reception.

Semi-Duplex Working has simplex at one end and duplex at theother. It is virtually the same as simplex working but saves theduplex operator having to release his Press-to-Transmit switch.Two frequencies are required.

It's important to note that two ships are incapable of holding aconversation on duplex frequencies and therefore all inter-shipchannels are simplex.

59 INTERNATIONAL CHANNELSThe 59 international channels with their intended use are listed atAnnex B. Each channel has one or more predetermined uses andit's important to select a suitable channel for your particular use. Forintership working it is advisable to use only the primary intershipchannels, 06, 08, 72 and 77. In busy coastal waters channelsshared between intership and port operations, such as 09,10,13and 69 tend to be in constant use by the port authority which won'tappreciate yacht chatter during commercial operations.

Channel 16 is the VHF Distress Safety and Calling frequencyand all ships are encouraged to maintain a continuouswatch on Channel 16 when at sea. Unless you have a DigitalSelective Calling Controller (DSC) fitted, it is the channelyou use to establish initial contact before moving to aworking frequency. The number of radio telephones in useat sea is such that, in the busiest areas, there is greatpressure on Channel 16 and there is a growing tendency to

13

use working frequencies for initial calls. This can only bedone if the station called is maintaining a listening watch onthat frequency. The use of DSC reduces congestion onChannel 16.

Channel 70 is the digital calling channel used by the DSC. Itmust never be used for voice communication, on modern setsit is impossible to do so.

PRIVATE CHANNELSA number of private channels, which can be simplex or duplex,are allocated for national use. These include Channel Zero, whichis used by the Maritime & Coastguard Agency for the control ofdistress and safety traffic. Some channels are allocated toorganisations such as ferry companies and harbour tug operatorsfor use within that organisation. Sailing Schools may apply forsuch an allocation for which a fee is payable. Certain frequencieswhich are outside the International Maritime band, can also beallocated for private use.

With the exception of Channels M and M2 noted below a normalship radio licence does not include the use of any of thesechannels and the radios fitted in small craft cannot receiveprivate channels without modification.

NATIONAL VARIATIONSThe International Plan permits national authorities to modify theinternational frequency allocation to suit local operatingprocedures. The main UK variations are given below.

Channel M, a private simplex channel on 157.85MHz, is one oftwo available to British yacht clubs and marinas. It is shown onsome VHP sets as P1 or 37. A normal ship licence permits allcraft to use this frequency, but only in UK waters.

Since yacht clubs and marinas are not normally permitted touse Channel 16 the initial call must be made on Channel M ifthat is the listed working frequency.

Channel M2 is a second frequency issued in 1989 for use byBritish yacht clubs and marinas. It uses a simplex frequency of161.425MHz and is also included in UK Ship licences. It is nowthe preferred channel for yacht race management although itmay not be available on some older VHP equipment.

14

Channel 80 Because Channel M is not fitted in foreign vesselsthe UK authority has designated the International Channel 80, aduplex channel, for use by yacht clubs, marinas and shipscalling them. This is now the preferred marina channel. Sincemarinas and yacht clubs are not normally licensed to useChannel 16 the initial call must be made on Channel 80 if that isthe listed frequency.

It must be noted that the use of Channel 80 afloat is onlypermitted under a ship radio licence, and a Certificate ofCompetence and Authority to Operate is also required.

15

CHAPTER 3 - EQUIPMENT AND FITTING

FEATURES ON VHP RADIOS

Number of ChannelsAll VHP radiotelephones for maritime use (whether DSCequipment is fitted or not) can have a capability in excess of thenumber of International channels (including the private VHPchannels some of which are outside the international band).

Modern sets employ a frequency synthesis technique togenerate the frequencies required rather than the older plug-inquartz crystals. The cost of an old 12 channel radio with crystalsis almost the same as a modern synthesised radio and virtuallyall new sets have a capability for all the channels that areneeded. It is a requirement that channels for which the radio isnot licenced are disabled by the supplier.

Dual watchDual watch enables an operator to monitor both Channel 16 andone other selected channel. The receiver is switched to theselected channel but, when a transmission is detected onChannel 16, it automatically switches over, reverting to theselected channel when the transmission ends. This means youcan listen to, say, a port operations frequency while monitoringChannel 16 (the International Distress, Safety and Callingfrequency). All modern sets have this facility.

ScanningThis is an extension of dual watch. Any number of channels canbe selected for scanning, the receiver listens to each in turn, ifit receives a signal it remains on that channel until thetransmission ends. If, after a couple of seconds, no incomingsignal is received it moves to the next selected channel. Thereis no priority for Channel 16 so you cannot be certain that youhave not missed an important transmission, particularly if alarge number of channels are being scanned. Note thatscanning is not possible on VHP DSC Channel 70.

Digital Selective Calling (DSC) ControllerThe addition of DSC equipment to a marine VHP radio

16

completely changes the way of making initial contact with otherstations. Apart from cosmetic differences, all DSC Controllers ofa particular class are similar, so there is no need to selectindividual features. That used in small craft, Class D, is coveredin Chapter 5. Before using DSC the operator must hold aGMDSS Short Range Certificate, a Certificate of Competenceindicating that you have been trained in the use of DSCequipment. The Maritime and Coastguard Agency hasdelegated the training and issue of Short Range Certificates tothe RYA, see Annex D for a list of Examination Centres.

Older VHP setsSome older sets may have only a few channels fitted, so, if youare contemplating buying a second-hand set, or a yacht with aset already installed, check that the equipment is ok for presentday use. For example, is Marina Channel 80 available?

Simplex or duplexSimplex and duplex working is explained in Chapter 2. All VHPradios manufactured for the small craft market are simplex,however the user can hold a two way conversation using thepress-to-transmit switch.

Power outputThe maximum power output permitted for small-craft VHP in theMaritime Band is 25 watts. Sets also have a low power outputof about 1 watt and, wherever possible, this should be used asit transmits over a much shorter range and is less likely tointerfere with other communications on the same frequency.

FITTING VHP

PositionIn a small boat, the radiotelephone is usually located in the cabin.A waterproof extension loudspeaker, sited close to the steeringposition, is a definite asset, allowing the helmsman to monitor theradio without disturbing crew who may be sleeping. The set itselfshould be fastened firmly, in a convenient position clear of sprayand dampness, and away from heat and the engine. The set isconnected to the yacht's power supply, observing the correctpolarity, and the aerial feeder cable connected. No earth is needed.

17

Power SuppliesThe power supply is seldom an important consideration. Whilereceiving, the radio consumes very little current. Whiletransmitting, the current may rise to 5 or more amps, butgenerally, transmissions are infrequent and unlikely to present aserious drain on the ship's battery. However, some thoughtshould be given to the need to send a distress message if thevessel were sinking and the main battery flooded. Under thesecircumstances a hand-held radio with its own internal battery isvery desirable.

AerialsThe choice of aerial is important. Ideally, the full power availablefrom the transmitter should be radiated from the aerial but therewill always be some loss in the feeder cable. Use the bestquality low loss cable from the radiotelephone to the aerial andkeep the number of connectors or joins to a minimum.

Aerial height is important because the propagation of VHP radiowaves is little more than line-of-sight.

Radio waves can be affected by various factors. High pressureor increased humidity often give greater ranges than normal.Rough seas, causing the ship's aerial to sway back and forth,can give an effect known as 'fluttering'.

There are two main categories of aerial. High Gain is about twometres long and Unity Gain about one and a half metres. HighGain concentrates the radiated power along a narrow horizontalbeam giving greater ranges as long as the aerial is kept nearlyvertical, as is likely in a motor cruiser. The Unity Gain aerial isrecommended for sailing yachts because the radiated beam hasa wider spread and is less likely to be affected by heeling. Thepenalty is a slight loss of range.

The routing of the aerial feeder is also important. Care should betaken to avoid running the cable near other cables feedingsensitive equipment such as wind instruments, logs andelectronic self steering equipment. Even low loss cable willradiate.

A VFH aerial is normally sited at the masthead to give thegreatest height and therefore the greatest line of sight. Lower

18

down it may be masked by the rigging making communicationdifficult on certain relative bearings. A secondary, portable handheld aerial will be invaluable on the day the rig is lost in a gale.

Fig 3.1

NAVTEX

Navtex is a component of GMDSSthat displays or prints weather data,navigational information and othersafety messages. It consists of asmall receiver (Fig 3.1) , usuallymounted near the chart table and anaerial mounted on the upper deck.Navtex currently uses 518kHz, asthis is a medium frequency thereis no advantage in mounting the aerial at height, the pushpit orwheelhouse sides are ideal.

Depending on radio propagationconditions, signals can bereceived at distances of up to300 miles from a number ofworld-wide transmitters. Fig 3.2shows the location of thestations in Western Europe.

In order to avoid mutualinterference between stationsusing the same frequency they areeach given a time slot when onlythat particular station maytransmit. Each station is also givenan identity letter (Fig 3.3) so theNavtex receiver can beprogrammed to receive only thestations of interest - if you aresailing off the English coast youmay not wish to receive Dutch orFrench stations that are within

range. The messages are also divided into groups (Fig 3.4) andgiven identity letters enabling the user to exclude unwantedmessage such as ice alerts and Loran-C.

Fig 3.2

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NAVAREA 1

P -

T -GS -o -L -W -

Netherlands Coast Guard,(IJmuiden), NetherlandsOostende, BelgiumCullercoats, UKNiton, UKPortpatrick, UKRogaland, NorwayValentia, Ireland

0348

024800480018013001480340

0748

064804480418053005480740

1148

104808480818093009481140

1548

144812481218133013481540

1948

184816481618173017481940

2348

224820482018213021482340

NAVAREA II

A -

G -R -F -D -I

Le Stiff,Corsen (CROSS), FranceTarifa, SpainLisbon, PortugalHorta, AzoresLa Coruna, SpainLas Palmas,

0000

01000250005000300100

0400

05000650045004300500

0800

09001050085008300900

1200

13001450125012301300

1600

17001850165016301700

2OOO

21002250205020302100

Fig 3.3

All transmissions are in English although there are plans totransmit messages in a local language on a different frequency.Some Navtex receivers can be interfaced with GPS so it canprint-out the ship's position at a selected interval, say hourly.Very useful, as a sail change always seems to be needed and allthe crew are on deck, when the log is due to be read.

Message categoriesA Navigational WarningsB Gale WarningsC Ice Reports (unlikely to apply in UK)D SAR information and Pirate Attack WarningsE Weather ForecastsF Pilot Service messagesG Decca messagesH Loran-C messagesI Omega messagesJ Satnav messagesK Other electronic Navaid messagesL Individual Rigmoves for the UKV Amplifying details of Navigation Warnings

initially broadcast under A. The weekly Riglistwill also be broadcast using V.

Z No messages on hand at scheduled time

Fig 3.4

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EMERGENCY RADIO EQUIPMENT

Emergency Position Indicating Radio Beacons (EPIRBs)

EPIRBs are portable battery operatedwaterproof transmitters that can be thrownoverboard in a distress situation orautomatically released from the craft should itsink. An EPIRB transmits a distress alert and,in the case of the 406MHz EPIRB, a uniqueidentification code that can be traced to aparticular boat.

EPIRBs are available which transmit on oneor more of the following frequencies:

121.5 MHz - Maritime and Civil air distress406 MHz - Maritime satellite distress

The two air distress frequencies have a line ofsight range, in the case of high flying aircraftthis will be considerable. 406MHz is receivedby satellite and thus has near world widecoverage. The more expensive 406MHzEPIRB incorporating a 121.5MHz homingdevice. (Fig 3.5) is clearly the most effective.It is likely that the 121.5MKz beacon (Fig 3.7)will be phased out as an alerting EPIRB. Thefrequency is mainly for homing purposes.

An aircraft is likely to be capable of takingbearings on an EPIRB signal. A satellite can obtaina position fix on the transmission, details of whichwill be transmitted through an earth station to theappropriate rescue co-ordination centre. Themost modern beacons operate on twofrequencies. The transmission on 406 MHzraises the alarm and the transmissions on121.5 MHz are used for D/F homing byrescue aircraft and lifeboats.

The aircraft distress frequency has been inuse for several decades but the satellite

Fig 3.5

•

Fig 3.6

21

GMDSS GUIDELINESFOR SMALL BOAT USERSIN EUROPEAN WATERS

Fig 3.7

frequency is a recent innovation andallows the EPIRB to transmit aconsiderable amount of additionalinformation, such as the country oforigin, the type of the parent vessel andthe position. When installing a 406MHzEPIRB it is essential to inform theCoastguard of the beacon identity anddetails of the craft in which it is fitted.There is space for this registrationinformation on the Ship Licenceapplication form or you may completethe form attached to the Safety on theSea publication GMDSS Guidelines for

S2SSMESSRT9-3

Small Boat Users in European Waters (Fig 3.7) available from theRYA, RNLI or MCA.

Careful thought must be given to the siting of the EPIRB. It maybe on deck attached by hydrostatic release or in thewheelhouse where it can easily be thrown overboard. It must,however, be protected against both inadvertent release andinquisitive fingers. If a beacon is inadvertentlyactivated it must not be switched off until therescue authorities have been contacted,otherwise a search may continue for manyhours to locate the source of thetransmission. Inform the nearest Coastguardgiving details of the beacon as soon aspossible and await permission to switch off.

Search and Rescue Transponder (SART)(Fig 3.8)The SART is a small battery operated beaconthat produces a distinctive echo on any 3cmradar display that is within range of about 5miles when the beacon is located in a smallliferaft. It is used as a homing aid for SARhelicopters and rescue craft rather than ameans of providing an initial alert so can beconsidered as complementary to an ERIPB.The battery life is about 96 hours.

If the SART is switched on by accident you Fig 3.8

22

must inform the Coastguard without delay in case a passingship has observed the transponder echo and commenced asearch.

Citizens Band Radio (CB)

Citizens' Band radio is not an alternative to Marine Band VHP. Itcan't be used to communicate with the Coastguard, harbourauthorities or Coast Radio Stations but there is no reason whyit should not be used to chat to another CB user and help cutdown some of the clutter on the intership channels. A CB radiolicence is required for a CB set.

Mobile phonesMost of the mobile phone networks are designed for use onland but they also give some coverage in coastal waters, hencea mobile phone can be a useful means of communicating atsea. It has a facility for alerting the emergency services,including the coastguard (999/112) but only when within thecoverage area. It cannot perform many of the functions of amarine band radio, for example it cannot monitor a distressfrequency or a port operations channel. Neither can thecoastguard, search and rescue aircraft or lifeboat carry outdirection finding or home on a mobile phone transmission.

23

Fig 4.1

listening watch on Channel 16 and after that date it may only bepossible to communicate with these ships either by VHF/DSC orby calling on the bridge-to-bridge frequency, Channel 13.

Shore stations are not bound by the Convention. Most UKRescue Co-ordination Centres (eg HM Coastguard) have saidthat they intend to maintain a Channel 16 watch until at least2005. However, the only way to guarantee communicationswith all authorities in sea area A1 is by fitting VHF/DSC.

TYPES OF DIGITAL SELECTIVE CONTROLLERSeven different classes of DSC equipment have been specifiedby the International Maritime Organisation (IMO) ITU. They areas follows:

Class A:All DSC options are provided. Required onMF/HF radios used by SOLAS-regulated ships.

Class B:Required with VHF and MF radios fitted on

26

SOLAS-regulated ships.Class C:

No longer recognised by IMO and deleted in theITU recommendations.

Class D:Minimum DSC capability for VHF marine radioscarried by leisure craft and other non-SOLASregulated ships.

Class E: *Minimum DSC capability for MF and/or HFmarine radios carried by leisure craft and othernon-SOLAS regulated ships.

Class F:Very limited DSC facilities incorporated in a VHFhand-held marine radio.

Class G:Very limited DSC facilities incorporated in an MFmarine radio. Calls default to 2182 kHz.

Class D equipment, the only one covered by this book, musthave the following minimum facilities:

Distress alertAll-ships callIndividual station callUse of distress, urgency, safety and routine prioritiesNature of distressDistress co-ordinatesTime for last (distress) position updateType of subsequent communicationsRadio VHF channelReceive acknowledgment of own distress alerts.Receive individual alerts and distress relay alertsDisplayAlarm

A DSC can only be bought as part of a maritime (ie typeapproved) radio. It doesn't replace normal voice communicationbut acts as a 'front end' to the radio to provide a means ofsending a distress alert or calling a ship or shore station. Ineffect, it functions as a radio pager and once the DSC hasestablished a digital link on Channel 70, the sender's VHF andthe called station VHF are automatically switched to a selectedworking frequency or, in the case of distress, Channel 16.

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Further information, and in the case of a distress alert, aconventional distress message, is then passed by voice.

If available, a Global Positioning System (GPS) receiver shouldbe interfaced with the DSC Controller. The position of the shipin distress will then be automatically included in a distress alert- sufficient information to start looking for the craft. If a GPS isnot available, the DSC Controller position should be enteredmanually at frequent intervals, at least every four hours. If theposition is more than 24 hours old it will revert to a line of 9's onthe display and no position will be sent in the distress alert.

MARITIME MOBILE SERVICE IDENTITY (MMSI)An MMSI, a unique nine digit number that identifies a particularship or shore station, It is issued free of charge on request bythe licensing authority.

There are four kinds of maritime mobile service identities:

Ship station identitiesGroup ship station identitiesCoast station identitiesGroup coast station identities

The first one or two digits contain information about the identityof the sending station:

First digit(s)00

0 (followed by 2 to 7)12 to 7Sand 9

MeaningCoast station, or a group ofcoast stationsShip group identityOnly used by InmarsatFirst digit of Country identityFor National/Regional use

The next three digits (except in the case of a ship where they arethe first three digits) indicate the country, the UK uses 232, 233or 234. The digits following the country code are the individualstation identity. There is always a total of nine digits.

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Some examples:

002320011232000750023263452366924365

a UK shore stationa UK shipa group of UK shipsa ship

(Solent Coastguard)(M/S Alacrity)(Nonsuch Sailing School)(an American ship)

The MMSI has to be programmed into the DSC Controller by anauthorised dealer so it makes sense to organise the MMSInumber before purchasing the equipment.

Note that a standard MMSI is not user programmable. A groupMMSI, which may be user programmable on some sets, mustonly be entered after it has been issued by theRadiocommunications Agency following a request.

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CHAPTER 5 - THE DSC CONTROLLER

GENERAL FEATURESThe Digital Selective Calling Controller is linked to, or is anintegral part of, a conventional VHP radio. The DSCController/Radio alerts another radio that it is being called,thereafter the system is used just like a conventional VHP radio.

A Distress Alert andan All-Ships call canalways be sent, butto make a call to aspecific ship or shoreradio using your DSCController you mustfirst know two things:

A. that the stationcalled is fitted with aDSC Controller

B. its Maritime MobileService Identity (MMSI)

MMSIs are describedin Chapter 4. Theyare similar to

IfllList of Ships

MMSI: 236079000 Admin./A

AAGOTCall sign: XPZD MMSI: 231072000 Admin./A

AALSKERE K 3 7 3Call sign: MKMG6 MMSI; 233249000 Admin. /A

ABBOTSGRAHGE

JTYCall sign: GSEB MMSI: 232711000 Admin./Area Symbol: G

JTYCall sign: GZHA MMSI: 232002492 Admin./Area Symbol: Q

:A BELLACall sign: SXFZ MMSI: 237006900 Admin./Area Symbol: GRC

:IA IICall sign: MBXW2 MMSI: 234139000 Admin./Area Symbol: G

Call sign: MQXJ9 MMSI: 233232000 Admin./Area Symbol: Q

Fig 5.1

telephone numbersand those for shore authorities are published in almanacs andthe marine press. A searchable list of MMSI is kept by theInternational Telecommunication Union on the Internet athttp://www. itu. i nt/M ARS/See Fig 5.1 for an example.

If the vessel you wish to call is not listed you will need to get theMMSI from the boat owner.

The two units (DSC Controller and VHP radio) may be packagedin one box or two (see Figure 5.2) but the operation of bothtypes is similar. The operator must learn both how to operatethe DSC Controller and a conventional VHF radio (covered inChapters 6, 7 and 8).

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Conventional VHF controls shown on the front panel are:

A. Volume control andon/off

B. Squelch controlC. Dual Watch buttonD. 1/25 watt power

outputE. Channel 16 overrideF. An ON/OFF indicator

light

The operation of all thesecontrols is covered inChapter 3. Fjg

The DSC specific features are:

A. A visual display screenB. A red SOS button with a cover to prevent accidental

activationC. A menu button with up and down scroll buttonsD. An accept/OK/enter buttonE. A cancel buttonF. A keypad to enter data into the DSC Controller and

to change VHF radio channelsG. An audio sounder or buzzer (not visible)

THE VISUAL DISPLAY SCREENThe main interface with the operator is the screen whichprovides information and a guide to the menu system. Theprecise format of the display screen will vary with equipmenttype, the following illustrations are examples of one type. Thescreen main functions are:

To show the menu options available at any one timeTo display an error message if the operator makes amistakeTo alert the operator to incoming calls, showing thecaller's MMSITo show the ship's current position (if a GPS isconnected)To display the current time (requires GPS)

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To display the working channel selectedTo display the power level (1 or 25 watts) selectedTo monitor the progress of a distress alert

49°29'.13N002° 32'.52W

0933 UT

232003266 CHAN 67 25WFig 5.3

Fig 5.3 shows an example of a visual display screen in the radiomode, ie the DSC Controller is neither receiving nortransmitting.

It shows current position (input from GPS), time, the ship's ownMMSI and that the VHP radio is tuned to Channel 67 with 25watts power selected.

Note that even though Channel 67 is selected on the VHP radiothe DSC Controller is listening to the digital frequency, Channel70, for any incoming DSC calls.

TO SEND A DISTRESS ALERTThe distress alert is sent from the DSC Controller by thefollowing action:

Lift the cover of the red SOS buttonPress the red SOS button momentarily.

The screen now requests the type of distress you wish to send,records the ship's position and give the time of distress alert.The distress alert is sent on Channel 70 but the screen indicatesChannel 16 because your VHP is automatically tuned to thatfrequency in preparation for voice communication.

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50°24'.33N 1333UT001°12'.02WDistress: UNDESIGNATED 1Press and Hold SOS Button

232003266 CHAN 16 25WFig 5.4

The double headed arrow is indicating that you can scroll to adifferent type of distress, eg fire, sinking, collision etc. Scrollwith the up/down buttons to the menu item Collision.

50°24'.33N 1333UT001°12'.02W 4

Distress: COLLISION fPress and Hold SOS Button

232003266 CHAN 16 25WFig 5.5

Now press and hold the red button down for 5 seconds

50°24'.33N 1333UT001°12'.02WMayday Sent. Use Channel 16

232003266 CHAN 16 25WFig 5.6

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Note that the "Press and Hold SOS Button" message isdisplayed on the first screen before you select the type ofdistress. The whole process takes about 15 seconds. If youdon't have 15 seconds, holding the red button down for 5seconds will send an undesignated distress alert. Having sentthe alert the VHP is automatically set to Channel 16. Theconventional Mayday call and message should now be sent on16 so that non-DSC vessels will receive the message and thestation controlling the incident can advise you what action isbeing taken.

In the meantime the DSC Controller will repeat the distress alertapproximately every 4 minutes until an acknowledgement isreceived on Channel 70 or until the distress alert is cancelled bythe originating station. The screen will then display the MMSI ofthe station which acknowledges.

RECEIPT OF A DISTRESS ALERTIf your DSC controller receives a distress alert your VHP radiois immediately tuned to Channel 16 and a buzzer sounds. TheClass D Controller has no facilities for acknowledging adistress alert so listen on Channel 16, write down the voicedistress message and if nobody replies be prepared toacknowledge it and to send a voice Mayday Relay on Channel16 (see Chapter 7).

Note that if you are transmitting on VHP when a distress alertis sent, you won't receive it because the equipment caneither receive or transmit - but not both at the same time.This is one reason why the Alert is repeated at four minuteintervals.

THE MENU SYSTEMTo use the DSC Controller for any purpose other than distressit is necessary to understand the menu system. Differentmanufacturers produce different menu layouts, however theyall provide similar functions which must conform to thespecification for a Class D DSC Controller. Fig 5.7 shows atypical menu.

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EditN4MSI

Directory

EnterDirectory

or Scroll

EnterPosition

OverrideGPS?

EnterQroua

EnterMMSI

Fig 5.7

Pressing the MENU button displays the first item, the up/downbuttons are then used to progress through the menu. Fig 5.8shows that All Ships has been selected from the four options(Individual Call, All Ships Call, Received Call or Other). Eachgives a different path through the menu and the displayindicates the options that are available by means of a devicesuch as a double-headed arrow.

49°29'.13N 1843UT002° 323.52WAll Ships Call |

232003266 CHAN 16 25WFig 5.8

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Items are displayed using the up/down buttons, when therequired option is on display press Accept (it may be called OKor Enter). The menu then moves on to the next selection.

TO SEND AN URGENCY OR SAFETY CALLUrgency and Safety messages are sent using an All Ships call.After selecting All Ships the menu requests confirmation thatthis is correct. Then select Urgency or Safety, the menu againasks for confirmation. Accepting OK to Send releases themessage.

A Pan or Securite alert, which includes your MMSI and the time,is then sent on Channel 70. Your VHP will automatically selectChannel 16 as will those of receiving stations when they selectAccept. Receipt of DSC Urgency and Safety calls cannot beacknowledged by DSC.

You must then send a conventional voice PAN PAN orSECURITE message on Channel 16.

The All Ships call is very disruptive to normal marine radiocommunications because most stations receiving the call willselect "Accept" and their VHP will be returned to Channel 16.That is why the DSC operator is asked twice for confirmationbefore the alert is sent. In many cases, particularly in coastalwaters, it may be more appropriate to use the DSC individualcall procedure to attract the attention of the Coastguard.

INDIVIDUAL CALLSCalls to individual ships or shore stations are made in a similarfashion. After selecting Individual Call the operator is presentedwith two choices for entering the MMSI of the called station. TheDSC Controller can retain a number of MMSI for stations thatare called frequently, much like the storage of numbers on atelephone. Selecting Directory allows the operator to scan thelist and select a number. The other option is to enter the ninedigit MMSI using the keyboard.

The operator next selects the working channel from the list ieintership, port operations or public correspondence. OK toSend is then accepted and the call is transmitted on Channel70.

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The recipient's DSC Controller will indicate that an incoming callhas been received and his display will shows the MMSI of thecaller. The called station selects "Accept" (or a similar term) onthe DSC Controller and the VHP is automatically tuned to theworking channel selected by the sender. Voice communicationis then established on that channel.

RECEIPT OF CALLSAll incoming calls are stored by the DSC Controller and may beviewed by selecting Received Calls from the main menu. Thismeans you know if you've been called while you were workingon deck for instance and unable to hear the acoustic alarm.

OTHER MENU OPTIONSDepending on the manufacturer there will be one or two otheroptions on the basic menu which will allow you to store a list ofMMSIs in the directory, test the function of the DSC system andperform various set-up processes, but note that test calls onVHP Channel 70 are not permitted.

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CHAPTER 6 - ROUTINE PROCEDURES

SELECTING A CHANNEL

Intership ChannelsChannel 6 is the primary intership frequency and the regulationsstate that all ships equipped with VHP radiotelephony must beable to send and receive on Channel 6 in addition to Channel 16(the VHP Distress, Safety and Calling Channel).

Channels 6, 8, 9, 10, 13, 15, 17, 67, 69, 72, 73 and 77 areallocated as intership channels, however 9, 10, 15, 17, 67, 69and 73 are also used by the Coastguards and Port Authorities,and the primary use of Channel 13 is for Bridge-to-Bridgecommunication for the safety of navigation. These later listedchannels should all be avoided for inter-ship use wheneverpossible. To communicate with another ship, initial contact maybe made on Channel 16, or by DSC on Channel 70 if the MMSIis known, transferring to an intership working frequency for theexchange of traffic. Channel 16 MUST NOT be used as aworking channel.

To summarise, the intership channels to use are 06, 08, 72 and77.

Intership channels are not to be used for chatting.

Calls to port authoritiesCommunications on port operations channels must berestricted to those relating to operational handling, themovement and safety of ships and, in emergency, to the safetyof persons.

The ability to communicate direct with harbour authorities isparticularly useful in busy commercial ports. At Dover, forinstance, every vessel wishing to enter or leave harbour mustfirst obtain permission to do so. A yacht without VHP must sendsignals in Morse using either lights or flags, not an easyprocedure from a yacht at sea. With VHP however, obtainingpermission to enter or leave is very easy and, by monitoring theport operations channel, it's possible to build up a picture of

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traffic movements in and out of the harbour. Most port workingchannels may be used for the initial call, only as a last resortshould Channel 16 be used.

Bridge-to-bridge communication - Channel 13Channel 13 has been designated as the bridge-to-bridgechannel to enable the Master of a ship to communicate withother Masters on matters regarding the safety of navigation,without the need for a preliminary call on Channel 16. Largevessels should monitor this channel in confined waters. Ownersof small craft should note that this channel must no longer beused for ship-to-ship messages on matters other than thesafety of navigation.

Calling Marinas and Yacht ClubsChannel 80 (a duplex channel), Channel 'M' (157.850MHz) andChannel M2 (161.425MHz) may be allocated by theRadiocommunications Agency for use by marinas, boat yardsand yacht clubs after application for an appropriate radiolicence, for which there is an annual fee.

The use of these channels by small craft is normally included ina Ship Radio Licence without additional charge.

Channel 80 is an International channel but Channel M and M2are private frequencies which may only be used in UK waters.

The Nautical Almanac should be consulted to see whichchannel a particular shore station uses and the initial call shouldbe made on that channel since most marinas and yacht clubswill not have a licence to use channel 16.

See chapter 1 for the licensing arrangements.

Other Private ChannelsOther private channels are available for commercial marineorganisations including sailing schools. The RadiocommunicationsAgency can supply a licence for a base station and an agreednumber of craft which will permit private working between thesecraft and the shore station. To use private frequencies it isnecessary to have VHP radios modified to select the correctchannel.

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USE OF THE RADIOTELEPHONE WHEN IN PORTThere are rules controlling the use of radiotelephones in port.Without them, the available frequencies would be overloadedand it would be impossible to pass essential messages.

In UK harbours and estuaries a radiotelephone may be usedonly:

i) for port operations service communications.

ii) on private channels licensed by theRadiocommunications Agency for a specificpurpose (ie channel M2).

iii) for the exchange of traffic through the nearest UKBT Coast Radio Station.

Intership communication is permitted only on matters relating tosafety.

WHAT TO SAY IT AND HOW TO SAY IT

Procedure cardsEveryone on board a boat should know how to operate the radioand should be capable of sending a distress message.

Ships and fishing vessels required by law to fit radiotelephonesare also required to display cards, easily readable from the radiooperator's position, setting out the Distress, Urgency and Safetymessage procedures. Yachts which fit radios voluntarily are notbound to display these cards, but in a distress situation, thelives of survivors may depend on the ability of anyone on boardto send a distress message correctly. Similarly, any member ofthe crew may receive a Distress, Urgency or Safety call andother people's lives may depend upon the correct action beingtaken.

An example of a card giving the procedures for sending adistress message is reproduced in Annex C of this booklet

On most VHP sets the operator must press a switch in thehand set to speak and release it to listen. Lives have been

40

lost because an inexpert operator did not know this. A cardshould be placed near the set explaining in the simplest termshow to call for help. Since nearly every set has differentcontrols it is almost a question of labelling everything andwriting a step-by-step 'idiot's guide' to making the thingwork.

If, in an emergency, an inexperienced operator has to benddown to read the little slogan above each knob then it's usuallytoo late. If you have a boat equipped with VHP work out thesimplest method of organising Procedure Cards for your vessel.

If the radio is fitted with dual watch, there is a danger ofassuming that it is switched to Channel 16 because Channel 16traffic is being received. There have been instances of distressmessages not being transmitted on Channel 16 because theoperator wrongly assumed that the set was switched to thatfrequency. You must make a positive check before sending thedistress call. Many sets are fitted with a red Channel 16 button,which, when pressed, ensures that the radio is on 16 and in thecorrect mode ready to send a message.

Standard procedureEnglish is one of the recognised international languages ofradiotelephony, but accents and radio interference can easilymake words difficult to distinguish and understand. Standardprocedure provides a common pattern, understood byradio-operators of all nationalities.When standard words or phrases are used in an expected orderthey are much easier to discern against a background of radioand weather interference. Departure from the standardprocedure can create confusion, reducing the reliability andspeed of communication. The correct procedure is well worthlearning.

Transmission rules on maritime frequenciesThe following simple rules are essential to the efficient use of theradiotelephone frequencies and channels. In most cases theyare necessary to conform with international rules of conduct.

The following are strictly forbidden:1. Transmissions which have not been authorised by

the Master or person in charge of the ship.

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2. Operation of a radiotelephone by unauthorisedpersons. Passengers or other members of the crewmay make radiotelephone calls under supervision.

3. The transmission or circulation of false or deceptivedistress, safety or identification signals.

4. Transmissions made without identification, iewithout ship's name or call-sign.

5. The use of personal names or other unauthorisedidentification in lieu of ship's name or call-sign.

6. Closing down a radiotelephone before finishing alloperations resulting from a distress call, urgency orsafety signal.

7. Broadcasting messages, music or programmes. To'broadcast' means to transmit (without a reply beingexpected) information intended for reception byanother person or persons. (Broadcasting urgencyor safety messages to All Ships is an exception tothis rule).

8. Making unnecessary transmissions or transmittingsuperfluous signals.

9. The transmission of profane, indecent or obscenelanguage.

10. The use of frequencies or channels other than thosecovered by the ship's licence.

11. The broadcast of messages intended for receptionof addresses on shore except through a CoastRadio Station.

Secrecy of correspondenceRadio operators and others who become acquainted with thecontents of radio telegrams or radiotelephone calls are legallybound to preserve the secrecy of correspondence. No one shalldivulge the contents or even the existence of correspondencetransmitted, received or intercepted by a radio station.

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Avoidance of interferenceBefore transmitting, first listen on the frequency or channel tomake sure that your transmission will not interfere with any othercommunications already in progress. If the frequency isoccupied, then wait for a break before transmitting.

Control of communicationsShip-to-shore: Except in the case of distress, urgency orsafety, communications between a ship and a Coast RadioStation are controlled by the Coast Radio Station.Intership: The ship which is called controls communication. Ifyou call another ship, then that ship has control. If you are calledby a ship, you must assume control and are responsible forchanging to a working frequency. It is advantageous if theoperator originating a call checks which intership channels arenot in use. He can then suggest a working channel which heknows is free of other traffic, the called station may then acceptor reject this suggestion.

Voice techniqueThe necessity for clear speech on a radiotelephone cannot beover-stressed. If a message cannot be understood it is useless.Almost anyone can learn to be a good operator by following afew simple rules.

Pitch - The voice should be pitched at a slightly higher levelthan for normal conversation. Avoid dropping the pitch of thevoice at the end of a word or phrase.

Volume - hold the microphone a few inches in front of themouth, speak directly into it at normal conversation level.Depress the "push to talk" button and speak clearly. Words withweak syllables should be emphasised (eg tower, if badlypronounced, could sound like tar). Anyone with a particularlystrong accent must try to make their pronunciation asunderstandable as possible.

Speech rate - Remember, average reading speed is twohundred and fifty words a minute, average writing speed is onlytwenty. Messages which have to be written down (copied) bythe receiving station should be sent slowly. They should bespoken in natural phrases with a pause at the end of eachphrase to allow time for it to be written down.

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Standard phonetic alphabetThere are numerous ways of identifying with certainty the lettersof the alphabet. The phonetic alphabet shown in Annex A waspublished by an international committee as the most suitable forpronunciation by operators of many different nationalities,languages and accents:

It is recommended by the International TelecommunicationUnion (ITU) for use on the maritime mobile bands.

If you use your radiotelephone infrequently have the phoneticalphabet exhibited near the set ready for immediate use.

Difficult words, or groups of letters within the text of messagesmay be spelled using the phonetic alphabet. Precede this withthe words 'I SPELL'. If the word to be spelled is pronounceable,it should be included both before and after it has been spelled.

'INTEND ANCHORING OFF YOUGHAL - I SPELL - YANKEEOSCAR UNIFORM GOLF HOTEL ALFA LIMA - YOUGHAL-'If a Coast Radio Station asks for your International Callsignwhich is MBDD, you would transmit:

'MY CALLSIGN IS MIKE BRAVO DELTA DELTA.'

Phonetic numeralsThe phonetic pronunciation given in Annex A should be usedwhen numerals are transmitted.

Procedure words (prowords)Prowords might be described as those the professionals use. Allare designed for easy international understanding and BREVITY.Not included are such rambling pieces of chat as 'I am receivingyou loud and clear' or antiquated pieces of World War II usagesuch as 'Wilco'.

The Standard Marine Navigational Vocabulary contains anumber of the correct words to use.The list below is compiled from that publication, and from RNLIand HM Coastguard Instruction books.

ALL AFTER - Used after the proword SAY AGAIN to request arepetition of a portion of a message.

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ALL BEFORE - Used after the proword SAY AGAIN to request arepetition of a portion of a message.

CORRECT - Reply to a repetition of a message that has beenpreceded by the prowords READ BACK FOR CHECK, when ithas been correctly repeated.

CORRECTION - Spoken during the transmission of a messagemeans - an error has been made in this transmission. Cancel thelast word or group. The correct word or group follows.

IN FIGURES - The following numeral or group of numerals areto be written as figures.

IN LETTERS - The following numeral or group of numerals areto be written in letters as spoken.

I READ BACK - If the receiving station is doubtful about theaccuracy of the whole or any part of a message it may repeat itback to the sending station, preceding the repetition with theprowords I READ BACK.

I SAY AGAIN - 1 am repeating transmission or portion indicated.

I SPELL - I shall spell the next word or group of lettersphonetically.

OUT - This is the end of working to you. The end of workbetween two stations is indicated by each station adding theword OUT at the end of its last reply.

OVER - The invitation to reply. Note that the phrase OVERAND OUT is never used.

REQUEST RADIO CHECK - Please tell me the strength and theclarity of my transmission.

RECEIVED - Used to acknowledge receipt of a message, ieYOUR MESSAGE RECEIVED. In cases of language difficulties,the word ROMEO is used.

SAY AGAIN - Repeat your message or portion referred to ie SAYAGAIN ALL AFTER ... SAY AGAIN ADDRESS etc.

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(Note:- This is a typical use of prowords. The word Repeatwould be wrong. Repeat is used to emphasise something.)

STATION CALLING - Used when a station receives a call whichis intended for it, but is uncertain of the identification of thecalling station.

THIS IS - This transmission is from the station whose callsignimmediately follows. In cases of language difficulties theabbreviation DE spoken as DELTA ECHO is used.

WAIT - If a called station is unable to accept traffic immediately,it will reply to you with the prowords WAIT ... MINUTES. If theprobable duration of the waiting time exceeds 10 minutes thereason for the delay should be given.

WORD AFTER or WORD BEFORE - Used after the prowordSAY AGAIN to request a repetition of a portion of a message.WRONG - Reply to a repetition of a message that has beenpreceded by the prowords I READ BACK, when it has beenincorrectly repeated.

The Standard Marine Navigational Vocabulary (M. 1252)The Standard Marine Navigational Vocabulary was compiled tostandardise communication for navigation at sea, in portapproaches, waterways and harbours.

The vocabulary sets out certain standard phrases and termswhich should be recognised internationally. Extracts of the moreimportant sections of Merchant Shipping Notice M1252(available from Mercantile Marine Offices, Customs Offices andHarbour Offices) are set out below. The notice also contains anexcellent Glossary of terms and you are recommended to obtaina copy.

RepetitionIf any parts of the message are considered sufficiently importantto need safeguarding, use the word 'repeat', eg 'You will load163 - repeat - 163 tonne bunkers'.

'Do not - repeat - do not overtake'

In this case, and in the examples of messages given elsewhere,

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all the numerals should be spoken phonetically.

PositionWhen latitude and longitude are used, these shall be expressedin degrees and minutes (and decimals of a minute if necessary),North or South of the Equator and East or West of Greenwich.

When the position is related to a mark, the mark shall be awell-defined charted object. The bearing shall be in the 360°notation from True North and shall be that of the position FROMthe mark.

Examples: -

THERE ARE SALVAGE OPERATIONS IN POSITION ONE FIVEDEGREES THREE FOUR MINUTES NORTH SIX ONEDEGREES TWO ONE MINUTES WEST.

YOUR POSITION IS ONE THREE SEVEN DEGREES FROMBARR HEAD LIGHTHOUSE TWO POINT FOUR MILES.

CoursesAlways to be expressed in 360° notation from North (true Northunless otherwise stated).

BearingsThe bearing of the mark or vessel concerned, is the bearing inthe 360° notation from North (true North unless otherwisestated), except in the case of relative bearings.However, bearings may be either FROM the mark or FROM thevessel.Examples: -

THE PILOT BOAT IS BEARING TWO ONE FIVE DEGREESFROM YOU.YOUR BEARING IS ONE TWO SEVEN DEGREES FROM THESIGNAL STATION.

Note: Vessels reporting their position should always quote theirbearing FROM the mark.

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Relative bearingsRelative bearings can be expressed in degrees relative to theship's head/bow. More frequently this is in relation to the port orstarboard bow,

Example: -THE BUOY IS THREE ZERO DEGREES ON YOUR PORT BOW.(However, relative DF bearings are more commonly expressedin the 360° notation).

DistancesPreferably to be expressed in nautical miles or cables (tenths of amile) otherwise in kilometres or metres, the unit always to bestated.

SpeedTo be expressed in knots(a) without further notation meaning speed through the water; or(b) ground speed meaning speed over the ground.

Geographical namesPlace names used should be those on the chart or sailingdirections in use. Should these not be understood latitude andlongitude should be given.

TimeTimes should be expressed in the 24 hour notation indicatingwhether UT, zone time or local shoretime is being used.

Test callsTest calls may be made to check that the equipment is functioningcorrectly. The duration of a test call must not exceed 10 seconds.

NumbersNumbers are to be spoken thus one-five-zero for 150.Two point five for 2.5.

CALLING HARBOUR AUTHORITIES

Most harbour authorities monitor several frequencies, Channel16 plus two or more of their own port operations frequencies.

48

Only traffic relating to port operations can be conducted onsuch frequencies.

These harbour authority frequencies are listed in yachtsmen'sNautical Almanacs and in Volume 6 of the Admiralty List ofRadio Signals.

If known, the working frequency of the port authority should beused for the initial call to avoid overcrowding Channel 16. Manyport authorities will not reply to calls on Channel 16.

If a harbour authority operator is monitoring a number ofchannels he may not know on which one a particular call wasmade. Calling practice is as follows:

HARWICH HARBOUR RADIO - THIS IS JASMINE, JASMINE- ON CHANNEL TWELVE -OVER

The Harwich operator then knows which channel is being usedto call him. Note the brevity of the message.

Garbled callsWhen a station receives a call but is uncertain for whom it isintended, it must not reply until the call has been repeated andunderstood. Imagine that you hear a transmission, the first partis unclear but you can hear the second part:

THIS IS HUMBER RADIO - HUMBER RADIO - HAVE ALINK CALL FOR YOU - OVER

Other ships listening on the frequency or channel would alsohear this garbled call, they all reply the result would be chaos. IfHumber Radio gets no reply, he will repeat it, until heestablishes contact with the correct station.

Calling station-callsign garbledWhen a station receives a call which is intended for it, but isuncertain of the callsign of the calling station, it should reply:

STATION CALLING BARBICAN - STATION CALLINGBARBICAN - THIS IS BARBICAN - SAY AGAIN - OVER

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Unanswered callsBefore repeating a call, check that the controls on your set arecorrectly adjusted - power on, high power selected, volumeturned up, squelch turned down and correct channel selected.Continued repeated calls are a frequent source of unnecessaryuse of a channel. They very often result from the calling stationbeing unable to hear the answer to the initial call, either becausethe set is not correctly adjusted or the press-to-transmit switchis jammed in the transmit position. You must wait a minimum ofthree minutes before repeating a call, except when sending aDistress Call.

PUBLIC CORRESPONDENCE CALLS (i.e. telephone calls toshore)

At the time of publication it was proposed that all UK CoastRadio Stations would close in June 1999. If the proposal goesthrough it will no longer be possible to make link calls in UKcoastal waters. Facilities for link calls continue to be available ina number of other countries using virtually identical proceduresto those described below.

CallsignsCoast radio stations normally identify themselves by using theirgeographical name followed by the word RADIO, eg NitonRadio, Number Radio, Lands End Radio, etc.

Ship stations normally identify themselves by the name of theship as shown on their Ship Station Licence but the internationalcallsign assigned to the ship when the licence is issued may beused in certain cases.

If there are two or more yachts bearing the same name or wheresome confusion may otherwise result, you should give bothname and international callsign when establishingcommunications, and thereafter use your ship's name as thecallsign.

TRANSMISSIONS WITHOUT IDENTIFICATION AREFORBIDDEN.

All Ships broadcastInformation intended to be received or used by anyone who can

50

intercept it, eg Gale Warnings, Navigational Warnings, WeatherForecasts, etc., is generally broadcast by Coast Radio Stationsand addressed to ALL STATIONS. No reply is to be made to thistype of broadcast.

Calling a coast radio stationThe working frequencies of coast radio stations are listed in anumber of different publications. Nautical Almanacs provide auseful list. Never try to call a UK BT coast radio station (CRS) onChannel 16. Select a working frequency and listen for severalseconds to ensure that it is free for use. If it is in use you willhear either someone talking or a series of pips.

The initial call to a CRS is the only one in which great brevitycannot be effective because a call of at least three secondsduration is required to switch on equipment at the CRS andregister the call. Repeat the name of the CRS twice and yourown callsign twice in the initial call. Coast radio stations tend tobe very busy at times, it is quite common to have four VHPchannels and a couple of MF radiotelephone channels mannedby just two operators. There may occasionally be a short delaybefore your initial call is answered by an operator but, if that callis on a working channel, you should immediately hear thechannel engaged signal - this means that your call has activatedthe automatic equipment and an operator will answer you assoon as he is free to do so.

So, wishing to raise Niton you listen carefully beforetransmitting.

If there is silence then you can call: -

NITON RADIO NITON RADIO - THIS IS BARBICAN,BARBICAN CALLSIGN MIKE MIKE ALPHA ALPHA - MIKEMIKE ALPHA ALPHA - ONE LINK CALL - OVER.

You will then hear the answering pips indicating that your callhas been registered and the operator will answer you as soonas possible.

ChargesThe CRS will normally inform you of the duration of the callimmediately it's ended. For timing purposes this is when the

51

subscriber ashore puts his telephone down. If the operator inthe CRS does not immediately tell you the time for which youwill be charged don't worry, you won't be charged after the callhas finished.

There are three ways of paying for radiotelephone link calls. Anaccount may be sent to the owner of the yacht making the call,you may charge the call to your home telephone number (asystem known as YTD) or you may make a reverse charge callfor which there is an extra payment equivalent to two minutescharges.

DelaysIf a CRS has any difficulty in establishing a shore connection theyacht will be informed. She should continue to listen until aconnection can be established or arrange to call the CRS later.

Calls to yachts from shoreLink Calls can be made from shore to ship. In that event theoperator will call you on Channel 16 and, if he receives no reply,will add your vessel's name to the traffic list broadcast at settimes each day. (See traffic lists below).

Contacting a yacht from the shoreIt is sensible to give friends and relatives the telephone numbersof Coast Radio Stations which may be able to contact you whileyou are at sea. They are listed in nautical almanacs and intelephone directories under Maritime Services. If they don'thave access to either of these sources, they can dial 100 andask for Ships Telephone Service.

Traffic listsTraffic arriving for ships within the range of a CRS is transmittedas follows. The CRS will make up a traffic list of the names orcallsigns of all ships for which traffic is held. These lists aretransmitted on normal working frequencies at definite times.The times and working frequency for each Station is shown inreference books such as nautical almanacs.

The broadcast of a traffic list is preceded by an announcementon Channel 16.

52

ALL SHIPS - THIS IS SEVERN RADIO - SEVERN RADIO -LISTEN FOR MY TRAFFIC LIST ON CHANNEL TWO FIVE -OUT

Ships then shift to channel 25 and listen.

ALL SHIPS - THIS IS SEVERN RADIO - SEVERN RADIO - IHAVE TRAFFIC ON HAND FOR THE FOLLOWING SHIPS -

ALFRESCO - PH345CAMPION - GOLF ALFA BRAVO ECHOGOLDEN PRINCESS - MDDT -

A vessel expecting a call should listen to the traffic lists and, onhearing their name or other identification, should contact theCRS on a working frequency as soon as the list is completed. Ifa CRS needs to contact a ship between traffic list times it maycall the ship on Channel 16.

53

CHAPTER 7 - DISTRESS PROCEDURES

DEFINITION OF DISTRESSThe definition of distress in the 1979 Search and RescueConvention is: 'Grave and imminent danger to a ship, aircraft,vehicle or person, requiring immediate assistance.'

Emergencies that do not fall into that category but whereimmediate help is required are known as URGENCYMESSAGES and are prefixed PAN PAN.

Information that should be received by all ships concerningdangers to navigation etc are called SAFETY MESSAGES andare prefixed SECURITE.

This chapter is only concerned with distress, urgency andsafety are covered in Chapter 8.

SHIPS WITH A DSC CONTROLLERIf the skipper of a vessel fitted with a DSC Controller needs tosend a distress message a distress alert should first be sent (seeChapter 5). When that alert is received by other DSC fittedvessels an alarm will sound and their VHP radio will be set toChannel 16.

After sending the distress alert the ship should make a distresscall and message by voice on Channel 16 as described in thischapter. In other words, the procedures described in thischapter apply to all distress situations.

THE DISTRESS FREQUENCYAll UK Coastguard stations will keep a voluntary watch onChannel 16 for the foreseeable future - certainly until the year2005. Seagoing ships are required to keep a watch untilFebruary 2005 after which they need only keep a DSC Controllerin use for the receipt of distress alerts.

Foreign Coastguard stations are likely to maintain a voluntarywatch on Channel 16 for some time although this cannot beguaranteed.

Any frequency may be used for genuine emergency if the usual

54

distress channels are unavailable for some reason. Someone ismost likely to hear you on the primary inter-ship channels 6 and8 or the bridge-to-bridge channel 13.

The words Distress, Urgency and Safety have, in the context ofradiotelephony, very precise meanings.

DISTRESS TRANSMISSIONDISTRESS is announced by the word MAYDAY (derived fromm'aidez, the French for help me). This prefix must only be usedfor distress traffic and the word MAYDAY should never bespoken on the radio, even in conversation, unless there is adistress situation.

There are three separate parts to a distress transmission:

The DSC Distress Alert - covered in Chapter 5.The Distress CallThe Distress Message

THE DISTRESS CALLThis call has absolute priority over all other transmissions. Allstations hearing it must immediately cease any transmissionswhich could cause interference to the distress traffic. They mustcontinue to listen on the frequency for the distress message, theformat of which is as follows:

MAYDAY MAYDAY MAYDAYThis is Yacht Sinker Yacht Sinker Yacht Sinker

If a DSC Distress Alert has been sent the MMSI should beincluded with the vessel's name in order to connect the alertwith this call:

MAYDAY MAYDAY MAYDAYThis is Yacht Sinker Yacht Sinker Yacht SinkerMMSI 232003266

THE DISTRESS MESSAGEThe distress message follows the distress call without a breakand should be formatted as follows:

Message identification

55

PositionType of distressAssistance requiredNumber on boardAmplifying informationOver

Message identification consists of one or two words which willbe used to identify this particular incident in all future messages.The first word is always MAYDAY, the second is name of thevessel in distress or, if not known, a short description such asWINDSURFER, or YACHT FIRE. There could be several distressincidents in progress at the same time and subsequentmessages will need to be referenced to the correct incident.

Position of the vessel in distress should be given either in latitudeand longitude or as a range and bearing FROM a prominentobject shown on the chart. Bearings should be in True.

Type of distress should be described such as Man Overboard,Fire or Sinking etc. This will help the rescue authority to providethe best response.

Assistance required is often obvious if you have correctlydescribed the type of distress. The term 'Request immediateassistance 'is often used here.

Number on board could affect the choice of rescue methodand is a vital piece of information if people are likely to be in thewater when the rescue unit arrives. Do not waste time with detaillike adults, children, paid crew etc, just give the total number tobe rescued.

Amplifying information is anything that may assist the rescuers,eg 'Firing red flares' or 'One crew member has broken legs'.

Over means awaiting reply.

A complete distress transmission following a DSC distress alertcould be:

MAYDAY MAYDAY MAYDAYTHIS IS YACHT SINKER YACHT SINKER YACHT

56

SINKER MMSI 232003266MAYDAY YACHT SINKERMY POSITION 170 DEGREES TRUE FROMPORTLAND BILL LIGHT RANGE 3 DECIMAL 5MILESSWAMPED IN ROUGH SEA AND SINKINGI REQUIRE IMMEDIATE ASSISTANCEFIVE PEOPLE ON BOARDABANDONING TO LIFERAFTOVER

DISTRESS REPLYHaving sent the distress message you should receive animmediate reply from the Coastguard or other shore authority,or in mid-ocean from any ship receiving. The format is:

MAYDAY YACHT SINKERTHIS ISPORTLAND COASTGUARD PORTLANDCOASTGUARD PORTLAND COASTGUARDRECEIVED MAYDAYLAUNCHING HELICOPTEROVER

ACKNOWLEDGING A DISTRESS MESSAGEThe International Regulations state, The obligation to acceptDistress calls and messages is absolute in the case of everystation without distinction, and such messages must beaccepted with priority over all other messages, they must beanswered and the necessary steps must immediately be takento give effect to them.'

In spite of this rule, careful consideration must be given aswhether to acknowledge the message or not. If youacknowledge you must proceed to the vessel in distress andgive assistance. If you are a yacht making 4 knots and thedistressed vessel is a passenger ferry 15 miles away you arereally not much use to him, and if all 1500 yachts in the Solentheard the message and decided to acknowledge, Channel 16would be blocked for a very long time.

You must consider whether you are the best person to renderassistance or whether someone else is better placed. In coastal

57

waters the Coastguard is normally in a far better position to helpwith lifeboats, helicopters and medical aid available.

You should write all the distress information down and wait ashort time to see if someone else such as the Coastguardacknowledges. If there is no reply to the message you shouldattempt to send a MAYDAY RELAY. If that's impossible and youhave still not heard an acknowledgement then you must send aReceived Mayday message and proceed to the vessel indistress, while continuing to attempt to obtain assistance fromshore or other ships by repeating the Mayday Relay message.

MAYDAY RELAY PROCEDUREA ship or shore station that learns of a vessel in distress shouldtransmit a Mayday Relay call and message when:

• the station in distress cannot itself transmit a distressmessage

• sighting a non-radio distress signal (flares, fire, flagsor shapes)

• although not in a position to render assistance, shehas heard a distress message which has not beenacknowledged.

When a Mayday Relay is being transmitted by a station notherself in distress, this fact must be made quite clear. If this isnot done, direction-finding bearings might be taken on thestation making this transmission and assistance could bedirected to the wrong position.

USE OF THE DSC CONTROLLERThe Class D DSC Controller has no facility for sending a MaydayRelay Alert so, in this case, an Urgency Alert should betransmitted (see Chapter 8). As this doesn't include a position itwon't confuse the situation but it will alert other stations andswitch their VHP to Channel 16 ready for your Mayday RelayCall.

THE MAYDAY RELAY CALL & MESSAGEThe Mayday Relay call and message are as follows:

the signal MAYDAY RELAY, spoken three times

58

the prowords THIS ISthe callsign or other identification of the stationmaking the transmission, spoken three times.The identification of the distress incidentAn explanation of the distress and help requiredTime (optional)OVER

For example, assume that the ship BLUEBELL had sighted anoverturned craft 1_ miles away with one person waving his armsup and down. BLUEBELL transmits on Channel 16:

MAYDAY RELAY - MAYDAY RELAY - MAYDAYRELAYTHIS ISBLUEBELL BLUEBELL BLUEBELLMAYDAY CAPSIZED YACHTHAVE SIGHTED CAPSIZED YACHT IN POSITION50 DEGREES 33 MINUTES NORTH, 50 DEGREES23 MINUTES EASTONE CREW MEMBER IN SIGHTREQUEST IMMEDIATE ASSISTANCEWILL BE ALONGSIDE IN 15 MINUTESTIME 1400 UTOVER

Other vessels should not acknowledge receipt of a MAYDAYRELAY unless they are in a position to render assistance.

IMPOSING RADIO SILENCEThe station controlling distress traffic may impose silence. Toachieve this it transmits:

MAYDAYALL SHIPS ALL SHIPS ALL SHIPSTHIS ISTYNE COASTGUARD TYNE COASTGUARD TYNECOASTGUARDMAYDAY SINKERSEELONCE MAYDAY SEELONCE MAYDAYSEELONCE MAYDAYTIME 0455 UTOUT

59

SEELONCE MAYDAY is reserved for the use of the stationcontrolling distress traffic and no other station may use thisexpression.

If any other station close to the incident believes it essential itmay impose silence, but in this case it must use the expressionSEELONCE DISTRESS.

To impose silence the non-controlling station may transmit:

MAYDAYTHIS IS ECLIPSEMAYDAY SINKERSEELONCE DISTRESS SEELONCE DISTRESSSEELONCE DISTRESSTIME 0555 UTOUT

Note the difference between the two expressions used toimpose radio silence.

SEELONCE MAYDAY - Station controlling distress trafficimposing silence.

SEELONCE DISTRESS - Station close to the station in distress,believing it essential to do so, imposing silence.

All stations aware of, but not taking part in, distress traffic areforbidden to transmit on the channel being used for distress.

RELAXING RADIO SILENCEWhen distress traffic is being handled on Channel 16 all normalcommunication on the frequency is suspended. The distressfrequency is also the International calling frequency and, whilethe distress incident is being handled, delays in normal trafficare inevitable.

When complete silence is no longer considered necessary, thestation controlling distress traffic will indicate that restrictedworking may be resumed for urgent traffic by making thefollowing transmission on Channel 16:

- the priority indicator MAYDAY

60

- the call ALL STATIONS spoken 3 times- the prowords THIS IS- the call sign or other identification of the station sending themessage- the identification of the distress incident- the French word PRUDENCE (PRU-DONCE)- the time

Example:

MAYDAYALL STATIONS ALL STATIONS ALL STATIONSTHIS ISBELFAST COASTGUARD BELFAST COASTGUARDBELFAST COASTGUARDMAYDAY ECLIPSEPRU-DONCE PRU-DONCETIME ZERO THREE FOUR FOUR UTOUT

CANCELLING RADIO SILENCEWhen the distress traffic has completely ceased, the stationwhich has controlled the distress traffic must let all stationsknow that normal working may be resumed. This is done bysending a message in the following form to ALL STATIONS.

- the distress priority indicator MAYDAY- the call ALL STATIONS spoken 3 times- the prowords THIS IS- the callsign of the controlling authority sending the message- the identification of the distress incident- the words SEELONCE FEENEE. (French again)- the time of the messageOUT

For example:

MAYDAYALL STATIONS ALL STATIONS ALL STATIONSTHIS ISDOVER COASTGUARD DOVER COASTGUARDDOVER COASTGUARDMAYDAY YACHT SINKER

61

SEELONCE FEENEETIME ZERO FOUR FIVE ZERO UTOUT

DIRECTION FINDINGLifeboats and some Search and Rescue (SAR) aircraft are fittedwith direction finding receivers and may request a yacht indistress to transmit a signal suitable for direction finding.

A lifeboat going to the assistance of a yacht in distress andwishing to take a D/F bearing would transmit:

MAYDAY - YACHT SINKER - THIS IS PORTLANDLIFEBOATFOR DIRECTION FINDING PURPOSES WILL YOUHOLD YOUR PRESS TO SPEAKBUTTON CLOSED FOR A PERIOD OF TENSECONDS FOLLOWED BY YOUR CALLSIGN -AND REPEAT THIS THREE TIMES ON THISFREQUENCY - OVER

The reply to this request should be -

MAYDAYPORTLAND LIFEBOATTHIS ISYACHT SINKER (10 sec transmission)YACHT SINKER (10 sec transmission)YACHT SINKER (10 sec transmission)OVER

The request for a transmission for D/F may be repeated as thelifeboat closes the vessel in distress.

FALSE ALERTSMuch time and money can be expended searching for adistressed vessel after a false alert. It is essential that theprocedure for cancelling a false alert is both known and usedimmediately the mistake is realised.

FALSE VHF DSC DISTRESS ALERTSwitch off DSC equipment after allowing the alerttransmission to complete once.

62

Example:

Switch VHF equipment back on and set to Channel 16Make a voice All Stations broadcast giving ship'sname, call sign, MMSI, position, Cancel FalseDistress, and time.Confirm that the nearest Coastguard has receivedyour All Stations broadcast

ALL STATIONS - ALL STATIONS - ALL STATIONSTHIS IS YACHT DUNCE - CALLSIGN MSRT -MMSI 223653456IN POSITION 50 DEGREES 34.2 NORTH - 002DEGREES 28.1 WESTCANCEL MY DISTRESS ALERT OF 0245 UTTIME 0255 UTOUT

406MHz FALSE EPIRB ALERT

DO NOT switch off the 406 EPIRB beaconReport the false alert to the nearest Coastguard,relaying through another station if necessary, givingthe position and serial number of the beaconSwitch off the 406 EPIRB when instructed

FALSE SART and 121.5MHz EPIRB TRANSMISSION

Switch off the SART/EPIRBBroadcast an all ships message on Channel 16giving the position of the false transmissionInform the nearest Coastguard

63

CHAPTER 8 - URGENCY, SAFETY ANDCOASTGUARD LIASION

URGENCY

URGENCY MESSAGESUrgency messages are prefixed with the words PAN PANrepeated three times. This indicates that the vessel or crew havea serious problem but are not yet in a distress situation,however it is often difficult to decide whether to send a MAYDAYor PAN PAN message. Consider the definition of Distress" grave and imminent danger and requires immediateassistance", anything less may justify an urgency signal.Examples of Urgency include a boat taking on water, but not yetsinking; an engine failure with no other means of propulsion butsome distance from a lee shore; serious injury to a crewmember who needs urgent treatment but whose life is notthreatened. Remember that an urgency situation can always beupgraded to a distress situation.

ALERTING BY DSC (Fig 8.1)By using the DSC Controller's menu select All Ship Calls, thenUrgency. The Controller will ask for confirmation that you wishto send a PAN PAN Alert and it will then send the alert. Your VHPradio will be automatically switched to Channel 16. On receiptby an operator in another vessel his audio alarm will sound andhis visual display will

49°29M3N 0630 UT002° 32'.52WSend Ail ShipsURGENCY Alert ?

indicate that a PANPAN has beenreceived. When hecancels the audioalarm his radio willbe switched toChannel 16. Unlikedistress, urgencyalerts do not includethe ship's position (even though this may be displayed on thescreen) so it is essential that this is included in the urgencymessage.

232003266

Fig 8.1

CHAN 16 25W

64

THE URGENCY MESSAGEmav either be sent following Address to

The urgency message IT > ' ^ 16 |t js norrnaliy a,dress anor, if DSC is not fitted ° not enab|e to & es theAll Ships, indeed the 0£ station Jh * 5&geurgency alert to a pa^'following format:

PAN PANALU SHIPS

TH'S 'SMMSI

ee times)(distance

Reason for «*Assistance ̂ u Qn board

information to assist in

OVER

rtrv alert has been sent by* Note that if an urgency avessel's MMSI must pe-n ^^^enable the two signals v

message is as follows:An example of such a n1

PAN PAN PAN PAN PAN PANAUSPHP£ALLSH,PSALLSH,PS

LnTOR VACHT SAILOR, MSSS5, MOTOR YACHT SA.U232001546) |g ̂ DEQRE

RANGE ONE MILEFAILURE AND

tnen theto

*{MMSI

HAS BROKEN AWAYURGENT ASSISTANCE

0 HULL BLACK,

MY

CLEAR

WHITE

OVER .aed by thenormally be acknowie0^ eSsage on

65

VHP will be answered by the Coastguard if he is within radiorange. The Coastguard may also repeat the PAN message onChannel 16 after which he will take control of further traffic.

SAFETY

THE SAFETY SIGNAL

The radiotelephone Safety Signal consists of the wordSECURITE (French again and pronounced 'SAY-CURE-EE-TAY')sent three times before the call and indicates that the station isabout to transmit a message containing an importantnavigational or meteorological warning. It normally originatesfrom a shore authority but may be sent by a vessel at sea.

ALERTING BY DSCBy using the DSC Controller's menu select All Ship Calls, thenSafety. The Controller will ask for confirmation that you wish tosend a safety alert and it will then send the alert. Your VHP radiowill be automatically switched to Channel 16. On receipt by theoperator in another vessel, or by the Coastguard, his audioalarm will sound and his visual display will indicate that a safetyalert has been received. When he cancels the audio alarm hisradio will be switched to Channel 16 ready to receive the safetycall and message.

THE SAFETY CALL

A safety call followed by the safety message are thentransmitted on Channel 16

SECURITE - SECURITE - SECURITE -ALL STATIONS - ALL STATIONS - ALL STATIONSTHIS ISHUMBER COASTGUARD - HUMBERCOASTGUARD - HUMBER COASTGUARDLARGE DRIFTING HULK REPORTED INPOSITION 51 DEGREES 40 MINUTES NORTH, 1DEGREE 10 MINUTES EAST AT TIME 30 1230.CONSIDERED A DANGER TO NAVIGATION.TIME OF ORIGIN 30 1430 UT.OUT

66

All stations hearing the safety signal must listen to the messageuntil they are satisfied that it is of no concern to them. Theymust not make any transmission likely to interfere with themessage.

COASTGUARD LIAISON

CALLING THE COASTGUARDVHP Channel 67 is available in the UK for use by small craft andHM Coastguard for the exchange of SAFETY information insituations which do not justify the use of distress or urgencyprocedures. Routine weather information broadcasts are madeon Channel 67 every four hours after an initial broadcast onChannel 16. The Coastguard encourages skippers of small craftto pass safety information, that is, who you are and where youare going. The initial call should be made on Channel 16* andyou will be asked to change to Channel 67. In other Europeancountries a different working channel will be used.

"Note: In the Solent area only, the Coastguard keeps constantwatch on Channel 67 so the initial call may be made on thatchannel.

Channel 67 may be used for communication between ships,aircraft and land stations for search and rescue co-ordinationand for anti-pollution operations however it should not be usedas an intership channel for general traffic.

VHF DIRECTION FINDINGNine Coastguard stations are now fitted with D/F equipment.The primary purpose is to provide bearings of distress calls butthe Coastguard may be able to provide positional information,to any yachtsman who is concerned about his position. Itshould be stressed, however, that this is not an entitlement buta bonus if it happens to be available. Over-use would detractfrom its availability for distress.

METEOROLOGICAL INFORMATIONParticulars of European shore stations sending outmeteorological bulletins at fixed times are given in nauticalalmanacs.

67

In UK coastal waters the Coastguard broadcasts both theNational Shipping Forecast and a local area forecast at fourhour intervals. The times of these broadcasts are staggered toavoid interference between stations and are as follows:

ANNEX A - PHONETIC ALPHABET ANDFIGURE-SPELLING TABLES

COASTGUARD

FalmouthBrixhamPortlandSolentDoverThamesYarmouthNumberTyne TeesForthAberdeenShetlandPentlandStornowayObanClydeLiverpoolHolyheadMilford HavenSwansea RiverBelfast

AREA OF RESPONSIBILITY

Marsland Mouth to Dodman PtDodman Pt to Straight PtStraight Pt to Chewton BunneyChewton Bunney to Beachy HdBeachy Hd to Reculver TowersReculver Towers to SouthwoldSouthwold to Anderby CreekAnderby Creek to Port MulgravePort Mulgrave to GoswickGoswick to East HavenEast Haven to Ord PtThe Shetland IslesOrd Pt to Cape WrathCape Wrath to Applecross, Western IslesApplecross to Gulf of CorryvreckanCorryvrecken to Mull of GallowayGalloway to QueensferryQueensferry to FriogFriog to River TowyTowy to Marsland MouthNorthern Ireland

EVERY 4HOURS FROM01 40 LOCAL0050 LOCAL0220 LOCAL0040 LOCAL0040 LOCAL*0010 LOCAL0040 LOCAL0340 LOCAL01 50 LOCAL0205 LOCAL0320 LOCAL01 05 LOCAL01 35 LOCAL01 05 LOCAL0240 LOCAL0020 LOCAL02 10 LOCAL0235 LOCAL0335 LOCAL0050 LOCAL0305 LOCAL

*Note: Except in the case of Dover Coastguard routine weather information isbroadcast on Channel 67 after an initial announcement on Channel 16

GALE WARNINGSNew gale warnings are broad9ast by r the CoastguardChannel 16 on receipt, using a SECURITE prefix.

on

Word Pronounced as

ABCDEFGH1JKLMNOP

QR

ST

UVwXYz

AlfaBravoCharlieDeltaEchoFoxtrotGolfHotelIndiaJulietKiloLimaMikeNovemberOscarPapaQuebecRomeoSierraTangoUniformVictorWhiskeyX-rayYankeeZulu

ALFAHBRAH VOHCHAR LEE or SHAR LEE

DELL TAHECKOHFOKS TROTGOLFHOH TELLIN DEE AHJEW LEE ETTKEY LOHLEE MAHMIKENO VEM BER

OSS CAHPAH PAHKEH BECKROW ME OHSEE AIR RAH

TANG GOYOU NEE FORM or OO NEE FORM

VI K TAHWISS KEYECKSRAYYANG KEYZOO LOO

68

Note: The syllables to be emphasised are underlined

69

Phonetic Numerals When numerals are transmitted byradiotelephone, the following pronunciation should be used.

Numeral

1234567890

Spoken as

WUNTOOTREEFOW-ERFIFESIXSEV-ENAITNIN-ERZERO

Numerals should be transmitted digit by digit except thatmultiples of thousands may be spoken as such.

Numeral

4490

14787000136

Spoken as

FOW-ER FOW-ERNIN-ER ZEROWUN FOW-ER SEV-EN AITSEV-EN THOUSANDWUN TREE SIX

70

ANNEXE-VHP FREQUENCIES

INTERNATIONAL VHF FREQUENCIES

ChannelNumber

01

02

03

04

05

06

07

08

09

10

11

12

13

14

15

16

17

18

60

61

62

63

64

65

66

67

68

69

70

71

72

73

74

75

76

77

Notes

1

1

1, 43

1

1

1, 25

5

1,2

TransmittingFrequency MHz

ShipStations

156.025156.050156.075156.100156.125156.150156.175156.200156.225156.250156.275156.300156.325156.350156.375156.400156.425156.450156.475156.500156.525156.550156.575156.600156.625156.650156.675156.700156.725156.750

156.800

156.850156.875156.900

CoastStations

160.625160.650160.675160.700160.725160.750160.775160.800160.825160.850160.875156.300160.925160.950156.375156.400156.425156.450156.475156.500156.525156.550156.575156.600156.625156.650156.675156.700156.725156.750156.775156.800156.825156.850156.875161.500

Intership

X

Port Operations andShip Movement

SingleFrequency

TwoFrequency

X

X

X

XX

X

X

XX

X

X

X

X

PublicCorrespondence

X

X

X

XX

X

X

X

X

X

X

X

X

Small Ship Safety ChannelX

XX

X

XX

X

X

Digital Selective Calling Only

X

X

X

X

X

XX

X

X

XX

X

Bridge to Bridge Working

Guard BandDistress Safety and CallingGuard Band

X

X

X

X

71

ChannelNumber

19

20

21

22

23

24

25

26

27

28

78

79

80

81

82

83

84

85

86

87

88

Notes TransmittingFrequency MHz

ShipStations

156.925156.950156.975157.000157.025157.050157.075157.100157.125157.150157.175157.200157.225157.250157.275157.300157.325157.350157.375157.400157.425

CoastStations

161.525161.550161.575161.600161.625161.650161.675161.700161.725161.750161.775161.800161.825161.850161.875161.900161.925161.950161.975161.200162.025

Intership Port Operations andShip Movement

SingleFrequency

TwoFrequency

X

X

X

X

X

XX

X

X

X

PublicCorrespondence

X

X

X

XX

X

X

X

X

XX

X

X

X

X

Notes:1. Although there are 11 intership channels listed in this International agreement, in

practice only the channels NOT shared with Port Operations should be selectedfor intership use, ie 06, 08, 72 and 77.

2. Channels 15 and 17 are restricted to 1 watt, the transmitter will automaticallyswitch to low power when these channels are selected.

3. Channel 70 is reserved for Digital Selective Calling and must NEVER be used forvoice communication.

4. Channel used for Oil Pollution Control.

5. The Guard Band channels cannot be selected on type approved equipment.

72

VHP FREQUENCIES USED IN THE USA

ChannelNumber

15

01A63A

05A65A

0666A

07A

67

08

6809

6910

7011

71

12

72

13

7314

74

1617

7718A

78A

19A

79A

2020A

80A21A

81A

22A

82A

TransmittingFrequency MHz

ShipStations

Nil

Nil

Nil

156.050156.175156.250156.275156.300156.325156.350156.375156.400156.425156.450156.475156.500156.525156.550156.575156.600156.625156.650156.675156.700156.725156.800156.850156.875156.900156.925156.950156.975157.000157.000157.025157.050157.075157.100157.125

CoastStations

156.750156.775156.825156.050156.175156.250156.275156.300156.325156.350156.375156.400156.425156.450156.475156.500156.525156.550156.575156.600156.625156.650156.675156.700156.725156.800156.850156.875156.900156.925156.950156.975161.600157.000157.025157.050157.075157.100157.125

Use

Environmental - receive onlyGuard Band - Not UsedGuard Band - Not Used

Port Operations (Simplex)Port Operations (Simplex)Port Operations (Simplex)Port Operations (Simplex)

Intership SafetyPort Operations (Simplex)

CommercialCommercial

Commercial IntershipNon Commercial

Boater CallingNon Commercial

CommercialDigital Selective Calling Only

CommercialNon Commercial

Port Operations (Simplex)Non Commercial Intership (Simplex)

Bride-to-Bridge Safety of Navigation (Simplex)Port Operations (Simplex)Port Operations (Simplex)Port Operations (Simplex)

Distress, Safety and Calling OnlyState Control

Port Operations (Simplex)Commercial

Non CommercialCommercialCommercial

Port Operations (Duplex)Port Operations (Simplex)

CommercialUS Coastguard only

US Government - Environmental ProtectionCoastguard Liaison

US Government only

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ChannelNumber

23A83A

2484

2585

2686

2787

288888A

TransmittingFrequency MHz

ShipStations

157.150157.175157.200157.225157.250157.275157.300157.325157.350157.375157.400157.425157.425

CoastStations

157.150157.175161.800161.825161.850161.875161.900161.925161.950161.975162.000162.025157.425

Use

US Coastguard onlyUS Coastguard only

Public Correspondence (Duplex)Public Correspondence (Duplex)Public Correspondence (Duplex)Public Correspondence (Duplex)Public Correspondence (Duplex)Public Correspondence (Duplex)Public Correspondence (Duplex)Public Correspondence (Duplex)Public Correspondence (Duplex)Public Correspondence (Duplex)Commercial Intership (Simplex)

Note: The American frequency plan highlights the difference between the Americanand International configuration. It would be very unwise to purchase an American VHPradio in the USA for use in the UK. Apart from being unusable for many of theInternatational channels the set would not be Type Approved for the UK.

ANNEX C - EXTRACTS FROMMERCHANT SHIPPING NOTICES

EXTRACT FROM MERCHANT SHIPPING NOTICENO. MGN22 (M&F):

PROPER USE OF VHP CHANNELS AT SEA1. The International Maritime Organisation (IMO) has notedwith concern the widespread misuse of VHP channels at seaespecially the distress, safety and calling Channels 16 (156.8MHz) and 70 (156.525 MHz), and channels used for portoperations, ship movement services and reporting systems.Although VHP at sea makes an important contribution tonavigational safety, its misuse causes serious interference and,in itself, becomes a danger to safety at sea. IMO has askedMember Governments to ensure that VHP channels are usedcorrectly.

2. All users of marine VHP on United Kingdom vessels, and allother vessels in United Kingdom territorial waters and harbours,are therefore reminded, in conformance with international andnational legislation, marine VHP apparatus may only be used inaccordance with the International Telecommunication Union's(ITU) Radio Regulations. These Regulations specificallyprescribe that:

(a) Channel 16 may only be used for distress, urgency and verybrief safety communications and for calling to establishother communications which should then be concluded ona suitable working channel;

(b) Channel 70 may only be used for Digital Selective Callingnot oral communication;

(c) On VHP channels allocated to port operations or shipmovement services such as VTS, the only messagespermitted are restricted to those relating to operationalhandling, the movement and the safety of ships and to thesafety of persons;

(d) All signals must be preceded by an identification, forexample the vessel's name or callsign;

74 75

ChannelNumber

23A83A

2484

2585

2686

2787

288888A

TransmittingFrequency MHz

ShipStations

157.150157.175157.200157.225157.250157.275157.300157.325157.350157.375157.400157.425157.425

CoastStations

157.150157.175161.800161.825161.850161.875161.900161.925161.950161.975162.000162.025157.425

Use

US Coastguard onlyUS Coastguard only

Public Correspondence (Duplex)Public Correspondence (Duplex)Public Correspondence (Duplex)Public Correspondence (Duplex)Public Correspondence (Duplex)Public Correspondence (Duplex)Public Correspondence (Duplex)Public Correspondence (Duplex)Public Correspondence (Duplex)Public Correspondence (Duplex)Commercial Intership (Simplex)

Note: The American frequency plan highlights the difference between the Americanand International configuration. It would be very unwise to purchase an American VHPradio in the USA for use in the UK. Apart from being unusable for many of theInternatational channels the set would not be Type Approved for the UK.

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ANNEX C - EXTRACTS FROMMERCHANT SHIPPING NOTICES

EXTRACT FROM MERCHANT SHIPPING NOTICENO. MGN22 (M&F):

PROPER USE OF VHP CHANNELS AT SEA1. The International Maritime Organisation (IMO) has notedwith concern the widespread misuse of VHP channels at seaespecially the distress, safety and calling Channels 16 (156.8MHz) and 70 (156.525 MHz), and channels used for portoperations, ship movement services and reporting systems.Although VHP at sea makes an important contribution tonavigational safety, its misuse causes serious interference and,in itself, becomes a danger to safety at sea. IMO has askedMember Governments to ensure that VHP channels are usedcorrectly.

2. All users of marine VHP on United Kingdom vessels, and allother vessels in United Kingdom territorial waters and harbours,are therefore reminded, in conformance with international andnational legislation, marine VHP apparatus may only be used inaccordance with the International Telecommunication Union's(ITU) Radio Regulations. These Regulations specificallyprescribe that:

(a) Channel 16 may only be used for distress, urgency and verybrief safety communications and for calling to establishother communications which should then be concluded ona suitable working channel;

(b) Channel 70 may only be used for Digital Selective Callingnot oral communication;

(c) On VHP channels allocated to port operations or shipmovement services such as VTS, the only messagespermitted are restricted to those relating to operationalhandling, the movement and the safety of ships and to thesafety of persons;

(d) All signals must be preceded by an identification, forexample the vessel's name or callsign;

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(e) The service of every VHP radio telephone station shall becontrolled by an operator holding a certificate issued orrecognised by the station's controlling administration,normally the vessel's country of registration. Providing thestation is so controlled, other persons besides the holder ofthe certificate may use the equipment.

3. Appendix 1 to this notice consists of notes on guidance onthe use of VHP at sea and is an extract from IMO ResolutionA.474(XII). Masters, Skippers and Owners are urged to ensurethat VHP channels are used in accordance with this guidance.

4. For routine ship-to-ship communications, the followingchannels have been made available in United Kingdom waters:6, 8, 72 and 77. Masters, Skippers and Owners are urged toensure that all ship-to-ship communications working in thesewaters are confined to these channels, selecting that mostappropriate in the light of local conditions at the time. All otherchannels are allocated to the Port Operations, ShipMovement or Public Correspondence Services and may onlybe used for this purpose.

5. Channel 13 is designated for use on a world-wide basis asa navigation safety communication channel, primarily forintership navigation safety communications. It may alsobe used for the ship movement and port services subject to thenational regulations of the administrations concerned.

6. Typical VHP ranges are contained in the example atAppendix II. It must be noted however that under somecircumstances these 'typical' ranges may not be achieved.

7. A Table of Transmitting Frequencies in the band 156 -174MHz for Stations in the Maritime Mobile Service is shown atAppendix III

Marine Safety Agency,Spring Place,105, Commercial RoadSouthampton.

RYA Note: Appendixes 2 and 3 are not included in this publication

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APPENDIX I TO MERCHANT SHIPPING NOTICE No. MGN 22(M&F)

GUIDANCE ON THE USE OF VHP AT SEA

(1) PREPARATIONBefore transmitting, think about the subjects which have to becommunicated and, if necessary, prepare written notes to avoidunnecessary interruptions and ensure that no valuable time iswasted on a busy channel.

(2) LISTENINGListen before commencing to transmit to make certain that thechannel is not already in use. This will avoid unnecessary andirritating interference.

(3) DISCIPLINEVHP equipment should be used correctly and in accordancewith the Radio Regulations. The following in particular should beavoided:

(a) calling on Channel 16 for purposes other than distress,urgency and very brief safety communications whenanother calling channel is available;

(b) communication on Channel 70 other than for DigitalSelective Calling;

(c) communications not related to safety and navigation on portoperation channels;

(d) non-essential transmissions, eg needless and superfluoussignals and correspondence;

(e) transmitting without correct identification;

(f) occupation of one particular channel under poor conditions;

(g) use of offensive language.

(4) REPETITIONRepetition of words and phrases should be avoided unless

77

specifically requested by the receiving station.

(5) POWER REDUCTIONWhen possible, the lowest transmitter power necessary forsatisfactory communication should be used.

(6) COMMUNICATIONS WITH SHORE STATIONSInstructions given on communication matters by shore stationsshould be obeyed.

Communications should be carried out on the channel indicatedby the shore station. When a change of channel is requested,this should be acknowledged by the ship.

On receiving instructions from a shore station to stoptransmitting, no further communications should be made untilotherwise notified (the shore station may be receiving distress orsafety messages and any other transmissions could causeinterference).

(7) COMMUNICATIONS WITH OTHER SHIPSDuring ship-to-ship communications the ship called shouldindicate the channel on which further transmissions should takeplace. The calling ship should acknowledge acceptance beforechanging channel.

The listening procedure outlined above should be followedbefore communications are commenced on the chosenchannel.

(8) DISTRESS COMMUNICATIONSDistress calls/messages have absolute priority over all othercommunications. When hearing them all other transmissionsshould cease and a listening watch should be kept.

Any distress call/message should be recorded in the ship's logand passed to the master.

On receipt of a distress message, if in the vicinity, immediatelyacknowledge receipt. If not in the vicinity, allow a short intervalof time to elapse before acknowledging receipt of the messagein order to permit ships nearer to the distress to do so.

78

(9) CALLINGWhenever possible, a working frequency should be used. If aworking frequency is not available, Channel 16 may be used,provided it is not occupied by a distress call/message.

In case of difficulty establishing contact with a ship or shorestation, allow adequate time before repeating the call. Do notoccupy the channel unnecessarily and try another channel.

(10) CHANGING CHANNELSIf communications on a channel are unsatisfactory, indicatechange of channel and await confirmation.

(11) SPELLINGIf spelling becomes necessary (e.g. descriptive names, callsigns, words which could be misunderstood) use the spellingtable contained in the International Code of Signals and theRadio Regulations.

(12) ADDRESSINGThe words "I" and "You" should be used prudently. Indicate towhom they refer.

Example:"Seaship, this is Port Radar, Port Radar, do you have a pilot?""Port Radar, this is Seaship, I do have a pilot."

(13) WATCHKEEPINGShips fitted with VHP equipment should maintain a listeningwatch on Channel 16 and, where practicable, Channel 13 whenat sea.

In certain cases Governments may require ships to keep awatch on other channels.concerned.

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Extract from Merchant Shipping Noice No. M. 1646

RADIOTELEPHONE DISTRESS PROCEDURE1. This notice will remain valid until the full implementation ofGlobal Maritime Distress and Safety System Procedures(GMDSS) on 1 February 1999.*

2. Ships and fishing vessels compulsorily fitted withradiotelephone installations, in accordance with the MerchantShipping (Radio Installations) Regulations 1992 and theMerchant Shipping (Radio) (Fishing Vessels) Rules 1974 asamended by the Merchant Shipping (Radio) (Fishing Vessels)(Amendment) Rules 1982 are required to display cards ofinstructions giving a clear summary of the radiotelephonedistress, urgency and safety procedures.

3. The instructions are given in three cards. Two of them areinstructional cards which should be displayed in full view of allRT positions and VHF installations on all vessels irrespective oftonnage. One card details the distress transmitting procedure,and the other includes the procedure to be followed on receiptof safety messages. The third and larger card details thephonetic alphabet, figure-spelling table, position in code, Natureof Distress from the International Code of Signals, and shouldbe displayed adjacent to the radiotelephony operating positionor if this is not practicable, in a readily accessible place.

4. The form of cards to be displayed is given in the Appendixto this Notice. The words printed in bold type should behighlighted in red.

5. A number of points arise from the use of the cards. Inparticular:

Card 1. The card should be so placed that it can easily beread from the radiotelephone operating position.Familiarity with the procedure will be greater if thoseconcerned have the card before them at all timeswhen they are on duty.

Card 2. This should be displayed at the place where thelistening watch is maintained. Since the listening radiowatch in the case of radiotelephony need not be kept

*RYA Note: The full implementation date for GMDSS has been delayed. ThisMerchant Shipping Notice has not yet been updated.

80

by a qualified operator, there is a clear need for everyperson keeping such watch to be familiar with theprefixes "MAYDAY", "PAN-PAN" and "SECURITE",and their meaning.

Card 3. This is primarily for use if language difficulties arise.There is no need for the card to be permanentlydisplayed, but it is essential that those concernedknow where to find such card when they are on duty.

6. Although provision of the cards is mandatory only for allradiotelephone ships and fishing vessels to which the RadioInstallations Regulations or Radio Rules, as appropriate, apply,it is strongly recommended that all ships voluntarily-fitted withradiotelephone equipment using international calling or distressfrequencies should also display the cards. The cards referred toin the above paragraphs are obtainable from the manufacturersof the radio equipment installed.

7. The merchant Shipping (Signals of Distress) Rules 1992which set out the circumstances in which signals of distressmay be used should be complied with. No signals of distressshall be used by any vessel unless the master so orders.

Department of TransportMarine Safety AgencySouthampton SO15 1EG

November 1996

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CARD1

NAME OF SHIPCALL SIGN

DISTRESS TRANSMITTING PROCEDURES(For use only when IMMEDIATE ASSISTANCE required)

1. Ensure transmitter is switched to 2182 kHz / 156.8 MHz(Channel 16).

2. If possible transmit two-tone ALARM SIGNAL for a periodof 30 seconds to 1 minute (2182 only).

3. Then say:

MAYDAY, MAYDAY, MAYDAY

THIS IS. (Ship's name and/or call sign 3 times) MAYDAY(once) followed by ship's name and/or call sign (once)

POSITION

Nature of Distress

Assistance Required OVER.

4. Listen for a reply and if none heard repeat aboveprocedure, particularly during the 3-minute silence periodcommencing at each hour and half-hour.

EXAMPLE - If possible ALARM SIGNAL followed by:

"MAYDAY, MAYDAY, MAYDAY,This is NONSUCH, NONSUCH, NONSUCH, (call sign)MAYDAY, NONSUCH, (callsign)Position 54 25 North 016 33 West,I am on fire and require immediate assistance, OVER."

NOTE - If language difficulties arise, use CARD 3.

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CARD 2

RECEPTION OF SAFETY MESSAGES

Any message which you hear prefixed by one of the followingwords concerns SAFETY -

MAYDAY PAN-PAN SECURITE(pronounced SAY-CURE-E-TAY)

If you hear these words, pay particular attention to the messageand call the master or the officer on watch

MAYDAY Indicates that a ship, aircraft or other vehicle is(Distress) threatened by grave and imminent danger and

requests immediate assistance.

PAN-PAN Indicates that the calling station has a very urgent(Urgency) message to transmit concerning the safety of a

ship, aircraft or other vehicle, or of a person.

SECURITE Indicates that the station is about to transmit a(Safety) message concerning the safety of navigation or

giving important meteorological warnings.

RYA Note: Card 3 contains the Phonetic Alphabet (which is given in Annex Aof the booklet) and instructions for using the International Code of Signals byvoice. Card 3 is not included in this publication.

83

EXTRACT FROM MARINE GUIDANCE NOTE MGN27 (M+F)

DANGERS IN THE USE OF VHP RADIO IN COLLISIONAVOIDANCE

1. There have been a significant number of cases when it hasbeen found that at some stage before the collision VHP radiowas being used by one or both parties in an attempt to avoidcollision. The use of VHP radio in this role is not always helpfuland may even prove dangerous.

2. Uncertainties can arise over the identification of vessels andthe interpretation of messages received. At night, in restrictedvisibility or when there are more than two vessels in the vicinitythe need for positive identification of the two vessels is essentialbut this can rarely be guaranteed. Even where positiveidentification has been achieved there is still the possibility of amisunderstanding between the parties concerned due tolanguage difficulties however fluent they are in the languagebeing used. An imprecise, or ambiguously expressed, messagecould have serious consequences.

3. Valuable time can be wasted while mariners on vesselsapproaching each other try to make contact on VHP radioinstead of complying with the requirements of the CollisionRegulations. There is further danger that if contact has beenestablished, identification has been achieved and no languageor message difficulty exists, a course of action is chosen whichdoes not comply with the Collision Regulations. This can lead tothe collision it was intended to avoid.

4. In 1995 the judge in a collision case said: "It is very probablethat the use of VHP radio for conversation between these shipswas a contributory cause of this collision, if only because itdistracted the officers on watch from paying careful attention totheir radar. I must repeat, in the hope that it will achieve somepublicity, what I have said on previous occasions, that anyattempt to use VHP to agree the manner of passing is fraughtwith the danger of misunderstanding. Marine superintendentswould be well advised to prohibit such use of VHP radio and toinstruct their officers to comply with the Collision Regulations."

5. Although the practice of using VHP radio as a collision

84

avoidance aid may be resorted to on occasion, especially inpilotage waters, the risks described in this Note should beclearly understood and the Collision Regulations complied with.

MSAS(A),Marine Safety AgencySpring Place,105, Commercial Road,Southampton, SO151EG

Tel: 01703329114Fax: 01703329161

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