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GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM (GMDSS)
GMDSS is an international system that uses terrestrial and
satellite technology and shipboard radio
systems to ensure, in event of a marine distress, the rapid,
automated alerting of shore-based
communication and rescue authorities in addition to other ships
in the immediate vicinity.
GMDSS was adopted by means of amendments contained in SOLAS -
Chapter IV: Radio
communications in 1988; fully effective on 1st Feb 1999.
1. APPLICATION: (Ch IV: Reg. 1)
Applies to all ships to which SOLAS 1974 applies: All Passenger
Ships; All Cargo Ships > 300 GT
Does not apply when ships are navigating in the Great Lakes of
North America & their connecting
waters up to lower exit of St Lambert Lock at Montreal in
Quebec, Canada
2. TERMS & DEFINITIONS: (Ch IV: Reg. 2)
Continuous Watch: the radio watch concerned shall not be
interrupted other than for brief intervals
when the ships receiving capability is impaired or blocked by
its own communications or when the facilities are under periodical
maintenance or checks.
Digital Selective Calling (DSC): a technique using digital codes
which enables a radio station to
establish contact with, and transfer information to, another
station or group of stations, and complying
with relevant recommendations of the International Radio
Consultative Committee.
Locating: the finding of ships, aircraft, units or persons in
distress.
Maritime Safety Information (MSI): navigational and
meteorological warnings, meteorological
forecasts and other urgent safety related messages broadcast to
ships.
Polar Orbiting Satellite Service: a service which is based on
polar orbiting satellites which receive and
relay distress alerts from satellite EPIRBs and which provides
their position.
Sea Area A1: an area within the radiotelephone coverage of at
least one VHF coast station in which
continuous DSC alerting is available. (Coverage 20 ~ 50 miles
from the Coast Station)
Sea Area A2: an area, excluding sea area A1, within the
radiotelephone coverage of at least one MF
coast station in which continuous DSC alerting is available.
(Coverage 50 ~ 250 miles offshore)
Sea Area A3: an area, excluding sea areas A1 and A2, within the
coverage of an Inmarsat geostationary
satellite in which continuous alerting is available. (Area lies
between parallels of 70o N and 70o S)
Sea Area A4: an area outside sea areas A1, A2 and A3. (Polar
Regions - Area N and S of 70o Latitude)
GMDSS: maritime mobile services identity, the ships call sign,
Inmarsat identities and serial number identity which may be
transmitted by the ships equipment and used to identify the
ship.
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3. FUNCTIONAL REQUIREMENTS: (Ch IV: Reg. 4)
Every ship, while at sea, shall be capable of:
1. Transmitting ship-to-shore distress alerts by at least two
separate and independent means, each using a different radio
communication service.
2. Receiving shore-to-ship distress alerts;
3. Transmitting & Receiving ship-to-ship distress
alerts;
4. Transmitting & Receiving search and rescue
co-coordinating communications;
5. Transmitting & Receiving on-scene communications;
6. Transmitting & Receiving signal for locating;
7. Transmitting & Receiving maritime safety information;
8. Transmitting & Receiving general radio communication to n
from shore-based radio system / network;
9. Transmitting & Receiving bridge-to-bridge
communications.
4. RADIO INSTALLATIONS: (Ch IV: Reg. 6)
Every ship must be provided with radio installations capable of
complying with the functional
requirements (Reg 4), thruout its intended voyage, for the Sea
Area(s) thru which it will pass during the intended voyage
Every Radio Installation shall be so:
1) located that no harmful interference of mechanical/
electrical/ other origin affects its proper use; ensures
electromagnetic compatibility and avoidance of harmful interaction
with other equipment
and systems;
2) located as to ensure the greatest possible degree of safety
and operational availability;
3) protected against harmful effects of water, extremes of
temperature & adverse environmental conditions
4) provided with reliable, permanently arranged electrical
lighting, independent of main and emergency sources of electrical
power, for adequate illumination of radio controls for
operating
radio installation;
5) Clearly marked with call sign, ship station identity &
other applicable codes for use of radio installation.
Control of the VHF radiotelephone channels, required for
navigational safety, shall be available on the
navigation bridge convenient to the conning position and to
permit radio communications from the
wings of the navigation bridge. Portable VHF equipment may be
used to meet the latter provision.
In passenger ships, a distress panel installed at the conning
position shall contain either one single
button which, when pressed, initiates a distress alert using all
radio communication installations
required on board for that purpose or one button for each
individual installation. The panel shall clearly
and visually indicate whenever any button(s) have been pressed.
Means shall be provided to prevent
inadvertent activation of the button(s). The panel shall provide
visual & aural indication of any distress
alert(s) received on board and thru which radio communication
service the distress alerts have been
received.
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In Passenger Ships, info on the ships position shall be
continuously and automatically provided to all relevant radio
communication equipment to be included in the initial distress
alert when button(s) on the
distress panel is pressed.
Specified Drawings (Plans of Radio Installation) should
include:
a) Antenna Drawing;
b) Radio Arrangement Drawing (Lay-out of Bridge &
Communication Room);
c) Wiring Diagram
5. RADIO EQUIPMENT: (Ch IV: Reg. 7)
Every Ship shall be provided with:
1) VHF radio installation capable of transmitting &
receiving:
I. DSC on Freq 156.525 MHz; initiate transmission of distress
alerts on Ch. 70;
II. Radiotelephony on 156.300 MHz (Ch. 6), 156.650 MHz (Ch. 13)
and 156.800 MHz (Ch. 16).
2) Radio installation capable of maintaining a continuous DSC
watch on VHF Ch. 70, separate from or combined with the VHF as
above;
3) Radar Transponder capable of operating in 9 GHz band
which:
I. Shall be stowed that it can be easily utilized;
II. Maybe one of those required for a survival craft.
4) Receiver capable of receiving international NAVTEX broadcasts
in areas of NAVTEX coverage;
5) Radio facility for reception of MSI by Inmarsat EGC in areas
of Inmarsat coverage but without NAVTEX coverage;
6) Satellite EPIRB:
I. Capable of transmitting a distress alert through polar
orbiting satellite service operating in the 406 MHz band or thru
Inmarsat geostationary satellite service operating in the 1.6 GHz
band.
II. Installed in an easily accessible position;
III. Ready to be manually released & capable of being
carried by one person into a survival craft;
IV. Capable of floating free if ship sinks and being
automatically activated when afloat;
V. Capable of being activated manually.
Every Passenger ship shall be provide with means for two-way
on-scene radio communication for SAR
purposes using aeronautical frequencies 121.5 MHz and 123.1 MHz
from the position from which the
ship is normally navigated.
6. RADIO EQUIPMENT (Sea Area A1, A2 and A3): (Ch IV: Reg.
10)
SEA AREA A1:
1) VHF with DSC;
2) DSC watch receiver Ch. 70;
3) NAVTEX receiver 518 kHz;
4) EGC Receiver (Outside NAVTEX coverage Area);
5) EPIRB on 406 MHz or 1.6 GHz;
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6) SART (each side of all Pass Ships; Cargo > 500 GT)- Ch
III: Reg. 6)
7) Hand-held GMDSS VHF transceivers (at least 3 nos all Pass
Ships; Cargo > 500 GT) (at least 2 nos Cargo > 300 GT <
500 GT)
8) Automatic Updating of Position to all relevant Radio
Communication Equipment;
SEA AREA A2: In addition to above:
9) MF with DSC and radiotelephony
10) DSC watch receiver MF 2187.5 kHz
SEA AREA A3: In addition to above:
11) Inmarsat Ship-Earth station with EGC receiver; (for Inmarsat
Solution)
12) Duplicated Inmarsat SES;
13) Duplicated VHF with DSC;
14) MF/HF telephony with DSC and NBDP; (for HF Solution instead
of MF for Sea Area A2 above)
15) DSC watch receiver for MF/HF; (for HF Solution instead of MF
for Sea Area A2 above)
SEA AREA A4: In addition to Sea Area A1:
16) MF/HF telephony with DSC and NBDP;
17) DSC watch receiver for MF/HF;
18) Duplicated MF/HF telephony with DSC and NBDP;
19) Duplicated VHF with DSC.
FOR PASSENGER SHIPS (ADDITIONALLY IN ALL SEA AREAS):
20) Distress Panel
21) Two-way on-scene radio communication on 121.5 and 123.1
MHz
7. WATCHES: (Ch IV: Reg. 12)
Every ship, while at sea, shall maintain a continuous watch, for
the Sea Area in which the ship is sailing:
1) VHF DSC channel 70, if ship is fitted with VHF Radio
installation;
2) MF DSC Distress & safety frequency 2187.5 kHz, if ship is
fitted with MF Radio installation;
3) DSC Distress & safety frequency 2187.5 kHz & 8414.5
kHz and also on at least one of 4207.5 kHz, 6312 kHz, 12577 kHz or
16804.5 kHz, appropriate to the time of the day & geographical
location of
the ship, if ship is fitted with MF/HF Radio installation;
(watch kept by means of scanning receiver)
4) For satellite shore-to-Ship distress alerts, if ship is
fitted with an Inmarsat ship earth station.
5) SOLAS vessels watch on VHF Ch 13 for communications related
to safety of navigation.
6) For MSI broadcasts, for sea area in which the ship is
sailing:
I. NAVTEX (518 kHz)
II. Inmarsat-C (or EGC Safety Net)
III. HF MSI
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8. RADIO PERSONNEL: (Ch IV: Reg. 16)
1) Every ship shall carry personnel qualified for distress and
safety radio communication purposes to the satisfaction of the
Administration. The personnel shall be holders of certificates
specified in the
Radio Regulations as appropriate, any one of whom shall be
designated to have primary
responsibility for radio communications during incidents.
2) In passenger ships, at least one person qualified in
accordance with paragraph 1 shall be assigned to perform only radio
communication duties during incidents.
9. RADIO RECORDS: (Ch IV: Reg. 17)
A record shall be kept of all incidents connected with the radio
communication service which appear to
be of importance to safety of life at sea.
10. EMERGENCY SOURCE OF ELECTRICAL POWER Pass & Cargo Ships:
(Ch II-1: Reg. 42-43)
1) Self contained Emergency source of electrical supply;
2) Located above uppermost continuous deck; readily accessible
from open deck; not located fwd of Collision Bulkhead;
3) Location to ensure that a fire or other casualty in spaces
containing main source of electrical power, will not interfere with
the supply, control and distribution of emergency electrical
power.
4) The electrical power available - sufficient to supply for all
services essential for safety in an emergency.
5) Emergency source of electrical supply Generator or
Accumulator Battery
6) Emergency Lighting for period of 36 hours (Pass Ships) &
18 hours (Cargo Ships).
7) For ships regularly engaged on voyages of short duration, not
< 12 hours (Pass & Cargo Ships).
11. DOCUMENTS TO BE CARRIED (WRC-07 ; Article 42 & 51)
1) Ships Radio License
2) Radio Operators Certificates
3) GMDSS Radio Log Book
4) ITU List of Coast Stations
5) ITU List of Ships Stations
6) ITU List of Call Signs and Numerical Identities
7) ITU List of Radio determination and Special services
8) ITU Manual for use by the Maritime Mobile and Maritime
Mobile-Satellite Services
9) Admiralty List of Radio Signals Volumes - 1, 2, 3, 4, 5 and
6.
10) GMDSS MANUAL 2011 (6th Edition) published by IMO 8 Parts
& 8 Annexes
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12. CANCELLATION OF FALSE DISTRESS ALERTS:
Resolution A.814 (19) Guidelines for the Avoidance of False
Distress Alerts
VHF DSC
a. Switch off transmitter immediately;
b. Switch equipment on and set to Ch. 16;
c. Make broadcast to All Station giving ships name, call sign
& DSC number; cancel the false alert.
MF DSC b. Switch equipment on and tune for radiotelephony
transmission on 2182 kHz;
HF DSC Alert must be cancelled on all the frequency bands on
which it was transmitted.
(2, 4, 6, 8, 12, 16 MHz)
b. Switch equipment on and tune for radiotelephony
transmission;
SAT C Notify the appropriate RCC to cancel the alert by sending
a distress priority message via the same CES through which the
false distress alert was sent.
EPIRBs If for any reason an EPIRB is activated accidentally, the
ship should contact the nearest coast station or an appropriate CES
or RCC and cancel the distress alert.
General
6.1 Ships may use any means available to them to inform the
appropriate authorities that a false
distress alert has been transmitted and should be cancelled.
6.2 No action will normally be taken against any ship or mariner
for reporting and canceling a false
distress alert. However, in view of the serious consequences of
false distress alerts, and the strict
ban on their transmission, governments may prosecute in case of
repeated violations.
The call ALL STATIONS, spoken three times
The words THIS IS;
The NAME of the vessel, spoken three times
The CALL SIGN or other identification;
The MMSI (if the initial alert has been sent by DSC) 9-digit
no.
PLEASE CANCEL MY DISTRESS ALERT OF time in UTC
Monitor the same band on which the inadvertent distress
transmission was sent and respond to any
communication concerning that distress transmission as
appropriate.
13. Resolution A.810 (19) Performance Standards for Float-Free
EPIRBs operating on 406 MHz
The following points should be clearly indicated on the exterior
of the equipment:
EPIRB:
I. brief operating instructions;
II. expiry date for the primary battery used; and
III. The identity code programmed into the transmitter.
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SART:
I. brief operating and test instructions; and
II. Expiry date for the primary battery used.
TWO-WAY VHF RADIOTELEPHONE:
I. brief operating instructions; and
II. Expiry date for the primary batteries.
14. Resolution A.801 (19) Provision of Radio Services for
GMDSS
Appendix 1: Basic principles for establishing HF DSC coast
stations for sea areas A3 & A4.
The selection of HF DSC coast stations for sea areas A3 & A4
should be based on following principles:
I. each ocean area requiring HF guard should have a minimum of
two stations to provide the required HF cover;
II. stations be selected on opposite sides of an ocean area;
III. In ocean areas in high traffic density, e.g. the North
Atlantic, more two stations should be provided.
Appendix 2: Basic principles for establishing sea area A2
The selection of MF DSC coast stations for sea area A2 should be
based on the following principles:
I. a continuous MF guard on the distress frequencies and
sufficient number of coast stations to provide MF coverage in the
coastal area of Government concerned;
II. In certain areas, several Governments may collectively
provide complete coverage. (e.g. North Sea)
Appendix 3: Basic principles for establishing sea area A1
The selection of MF DSC coast stations for sea area A1 should be
based on the following principles
I. a continuous VHF guard and the minimum number of stations
necessary to provide VHF coverage in the coastal area of Government
concerned, and
II. In certain areas, several Governments may collectively
provide complete coverage along their coasts
ITU-R M.541-9 Operational Procedures for use of DSC equipment in
Maritime Mobile Service
Annex 5 Frequencies used for DSC
The frequencies used for distress, urgency, and safety purposes
using DSC are as following:
2187.5 kHz 4207.5 kHz 6312 kHz 8414.5 kHz 12577 kHz 16804.5 kHz
156.525MHz
(Note-156.525 may also be used for DSC purposes other than
distress, urgency, and safety.)
15. NAVIGATIONAL WARNINGS for the World-Wide Navigational
Warning Service (WWNWS):
General:
1) Navigational warnings are issued in response to SOLAS
regulation V/4 and carry information which may have a direct
bearing on the safety of life at sea. It is the fundamental nature
of navigational
warning that they are often based on incomplete or unconfirmed
information and mariners need to
consider this when deciding what reliance to place on the
information contained therein.
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2) There are four types of navigational warnings: NAVAREA
warnings, Sub-Area warning, Coastal warnings & local warning.
The WWNWS guidance and coordination are involved with only three
of
them: NAVAREA warnings, Sub-Area warning and Coastal
warnings.
3) Navigational warnings shall remain in force until cancelled
by the originating coordinator. Navigational warnings should be
broadcast for as long as the information is valid.
4) The minimum information in a navigational warning which a
mariner requires is hazard & position.
5) If known, the duration of the event causing a navigational
warning should be given in the text.
NAVAREA WARNINGS:
NAVAREA warnings are concerned with the information which
ocean-going mariners require for their
safe navigation. This includes, in particular, new navigational
hazards and failure of important aids to
navigation as well as information which may require changes to
planned navigational routes.
SUB-AREA WARNINGS:
Sub-Area warnings broadcast information which is necessary for
safe navigation within a Sub-Area.
They will normally include all subjects listed in NAVAREA, but
will usually affect only the Sub-Area.
COASTAL WARNINGS:
Coastal warnings broadcast information which is necessary for
safe navigation within areas seaward of
the fairway buoy or pilot station, and should not be restricted
to main shipping lanes.
Where area is served by NAVTEX - provide navigational warnings
for entire NAVAREA service area.
Where the area is not served by NAVTEX, it is necessary to
include all warnings relevant to the coastal
waters up to 250 miles from the coast in the International
Safety NET service broadcast.
Coastal warning should include at least the subject in
NAVAREA.
LOCAL WARNINGS:
Local warning broadcast information which cover inshore waters,
often within the limits of jurisdiction
of a harbour or port authority. They are broadcast by means
other than NAVTEX or Safety NET, and
supplement coastal warnings by giving detailed information
within inshore waters.
NAVTEX MESSAGE SERIES IDENTIFIER
The first words of the text of every warning message shall
always be message series identifier followed
by the consecutive number (N/YY).
NAVTEX Message Format: ZCZC B1 B2 B3 B4
(Start of message group) (B1-transmitter identity)
(B2-subject dedicator)
(B3B4-Consecutive number)
(Time of origin)
Series identity + Consecutive Number
Message text
NNNN (End of message)
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ALRS VOL 5 (Extracts):
EPIRB: The polar orbiting satellites determine the EPIRBs
position by Doppler method (position input at EPIRB not required,
but may take few hours to determine the location).The geostationary
satellites relay the
EPIRB signal to earth with no delay, but are unable to determine
position by Doppler method (will relay the
position if EPIRB incorporates a GPS or manually entered
position).
Standguard EPIRB Guard Receiver, a device which can detect that
an EPIRB has been activated, is designed to
be fitted in the wheelhouse. If an EPIRB signal is detected, it
checks the transmission to see whether the EPIRB
belongs to its own ship, or to another ship in the immediate
vicinity. It then gives an audible alarm, and a visual
indication as to whether the EPIRB signal is own ship or other
ship.
If indication is own ship, the appropriate RCC must be informed
immediately of a false alert before
unnecessary SAR procedures are commenced.
If indication is other ship, then OOW knows that another vessels
EPIRB has been activated and he can prepare to take appropriate
action.
COSPAS-SARSAT SYSTEM: provides distress alert and location info
to SAR services for aviation, maritime
and land users in distress with no discrimination; free of
charge for the persons in distress. The objective is
achieved by the use of satellite systems which relay or process
the transmissions of distress radio-beacons
operating on 406 MHz.
COSPAS Space System for the Search of Vessels in Distress
SARSAT Search And Rescue Satellite-Aided Tracking
SART: Portable radar transceiver, intended to be deployed on
survival craft. When it receives a 9 GHz (3 cm)
radar signal (from a searching radar, range scale 6 ~ 12n
miles), it switches on its transmitter and radiates own
signal; seen as a series of 12 dots (spaced 0.6n miles) on all
radar screens within range. The dot nearest to the
screen centre is the SARTs location. Within about 1 mile range,
the dots turn into wide arcs, then to complete circles as the SART
is closed and becomes continuously triggered.
The SART also provides a visual / audible indication of its
correct operation; will inform survivors when it is
interrogated by radar.
Sufficient Battery capacity 96 hrs (stand-by) and 8 hrs
(transmission); ambient temp: - 20o C ~ +55o C
DISTRESS ALERT: either a terrestrial DSC using the unique
Distress Format or a satellite call which also has
a special Distress Format to gain priority over the satellite
link.
WRC07: World Radiocommunication Conference 2007 held in November
2007 in Geneva, Switzerland;
World Radiocommunication Conference 2011 is to be held in 2011
in Geneva.
NAVTEX: system for broadcast and automatic reception of MSI by
Narrow-Band-Direct-Printing telegraphy.
International automated direct-printing service for promulgation
of navigational & meteorological warnings and
urgent info to vessels; developed to provide low cost, simple
and automated means of MSI on board ships at sea
and in coastal waters; NAVTEX transmission range 400n miles.
International NAVTEX: coordinated broadcast and automatic
reception on the frequency 518 kHz of MSI by
means of Narrow-Band-Direct-Printing telegraphy (English
Language).
National NAVTEX: coordinated broadcast and automatic reception
on the frequency 518 kHz of MSI by means
of Narrow-Band-Direct-Printing telegraphy (National
Language).
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MMSI NUMBERS: 9-digit unique number; first 3 digits MID
(Maritime Identification Digits) which identify the country
licensing / controlling the station; SOLAS vessels are allocated
MMSI number with 3 trailing zeros.
Ship Stations: 232157000 (MID, UK - 232)
Group of Ships: 023201143
Coast Station: 002320018
IMN (INMARSAT MOBILE NUMBERS): Terminals with GMDSS
Capability
Inmarsat B 9-digits beginning with 3
Inmarsat C 9-digits beginning with 4
Inmarsat Mini-M 9-digits beginning with 4
Inmarsat Fleet F77 9-digits beginning with 76 (voice) or 60
(data)
Digit code 42 Navigational Hazards & Warnings (wrecks,
derelicts, floating obstructions, icebergs, etc)
Digit code 43 Ship Position Reports (AMVER, AUSREP, etc)
ON-SCENE SAR COMMUNICATIONS: communications between the vessel
in distress and assisting vessels,
and between SAR vessels and the On-Scene Coordinator; usually
short-range communications made on VHF or
MF distress and safety frequencies in the GMDSS.
ON-SCENE COMMUNICATION FREQUENCIES FOR RADIOTELEPHONE:
VHF (F3E) Ch 16 (distress & safety communication) Ch 06
(ship-ship, ship-aircraft)
VHF (A3E) 121.5 & 123.1 MHz (ship-aircraft)
MF (J3E) 2182 kHz (distress & safety communication)
HF (J3E) 3023 & 5680 kHz (ship-aircraft) 4125 kHz
(ship-shore, ship-ship)
MSI (MARITIME SAFETY INFORMATION): Broadcast methods:
I. NAVTEX broadcast to coastal waters; standards &
procedures as per the NAVTEX Manual;
II. Safety Net broadcasts to all waters, except Sea Area A4;
standards & procedures as per the International Safety Net
Manual;
MSI broadcast over the Safety Net Service
1) Coastal Warnings (where NAVTEX not provided):
Navigational Warnings Meteorological Warnings SATNAV system
messages
Pilot Service Messages Meteorological Forecasts LORAN system
messages
SAR Information Ice Reports Other electronic Navaid messages
Addl Navigational Warnings
2) Meteorological and NAVAREA warnings & Meteorological
forecasts to ships within specified NAVAREAs / METAREAs;
3) SAR Co-ordination to ships within specified circular or
rectangular areas;
4) Urgency messages, meteorological and Navigational Warnings to
ships within specified circular areas;
5) Shore-to-Ship distress alerts to ships within specified
circular areas;
6) Urgency messages and Navigational Warnings to ships within
specified rectangular areas;
7) Other safety related info (Tsunami warnings, piracy
warnings)
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1) How many number of GOC holders are required on cargo and
passenger vessels?
As per STCW95 (GMDSS) from 01.Feb.2002 - Mandatory for all
Seafarers performing Navigational
duties at Operational & Management levels (Masters and
Officers) and any other person(s) performing
radio-communication duties need to hold a GMDSS Certificate.
Cargo Ships One dedicated as Radio-Communication Officer and one
as Back-up
Passenger Ships At least one qualified person dedicated solely
for the performance of radio
communication duties in case of incidents
2) How as master will you ensure avoidance of false distress
alerts?
1. Ref: A.814(19) Guidelines for the Avoidance of False Distress
Alerts
2. Instructions & Posters on use of GMDSS Equipment;
3. Dedicated and Certified GMDSS Equipment Operator;
4. Training to other Junior Officers;
5. Equipment is tested regularly and maintained in accordance
with manufacturers instructions; in case of defects, the same needs
to be rectified at the earliest convenience priority basis.
6. One of the main reasons for false distress alerts is improper
use of GMDSS equipment by untrained or inadequately trained
personnel. They are probably also caused by the lack of
practical
experience of GMDSS equipment onboard ships by trained
personnel. IMO has issued guidelines on
avoidance of false alerts and has introduced a standard button
design, which means that the distress
button has to be protected and must be held down for at least 3
seconds to be activated. There are
problems with equipment design and poor training. EPIRBs have to
be sensitive, because they have
to be able to float free, and this sensitivity can sometimes
lead to false alerts.
3) Your vsl is not sending distress msg; how you send distress
messages
SSAS, EPIRB, SAT-C
4) Can you make any changes in fire plan?
Yes, changes can be made in the fire plan, followed by changes
in the General Arrangement Plan -
subject to approval and confirmation from the Class.
Following modification or risk assessment the location of fire
fighting and life saving appliances
can change. The SOLAS 1974 regulations require that alterations
to the Fire Control Plan are
recorded as soon as possible. The stick-on pictograms are an
ideal, cost effective alternative solution for the modification to
Fire and Life-saving Plans
Refer A.654 (16) FFA symbols used on Fire Plan
Refer A.760 (18) LSA symbols used on LSA Plan
5) Which Sea Area does India fall under? Why?
India falls under Sea Area A3, since India is under the coverage
area of Geo-stationary Satellites.
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6)
Q) What is a Mayday?
(a) A distress signal
(Q) What is a Pan or Pan-Pan?
(a) An Urgency Signal
(Q) What is a Pan-Pan Medico?
(a) A person seeking medical information or aid
(Q) What is a security message?
(a) A Navigation Warning (alerting other ships about some danger
to navigation) (including Ice-accretion that
has not been forecasted)
(Q) What does S.O.L.A.S. mean?
(a) Safety of Life at Sea
(Q) What does G.M.D.S.S. stand for?
(a) Global Maritime Distress Safety Systems
(Q) What does D.S.C. stand for?
(a) Digital Selective Calling
(Q) A vessel is sounding a continious sounding of the ships
whistle, what's wrong with this vessel?
(a) This vessel is in Distress
Q23:
Q24:
PORT DUES
Tonnage charges
Pilotage and canal charges
Tug assistance
Berthing
Mooring gangs
Charges for opening and closing of #
Sweeping and cleaning
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ASM ORALS Page 116 NITIN MAHAJAN
ASM ORALS Page 116 NITIN MAHAJAN
Garbage removal
Fw supply
Delivery and receiving cargo
Port clearance
LIGHT DUES
Maintenance of light housed and nav marks
GROSS TONNAGE
Vessels internal space measured in units of 100