GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM BY PJ

GLOBAL MARITIME DISTRESS AND SAFETY SYSTEM BY PJ SAMSON HEAD OF DEPARTMENT HND NAUTICAL SCIENCE PJ SAMSON (HOD HND NAUTICAL SCIENCE) 1

FUNCTIONAL REQUIREMENT • The GMDSS (Global Maritime Distress and Safety System) is specifically designed to automate a ship's radio distress alerting function, and, as a consequence, removes the requirement for manual (i. e. : human) watch keeping on distress channels. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 2

SOLAS CONVENTION The GMDSS regulations (chapter IV of the International SOLAS Convention), require that every GMDSS equipped ship shall be capable of; • Transmitting ship-to-shore Distress Alerts by at least two separate and independent means, each using a different radio communication service; • Receiving shore-to-ship Distress Alerts; transmitting and receiving ship-to-ship Distress Alerts; • Transmitting and receiving search and rescue coordinating communications; PJ SAMSON (HOD HND NAUTICAL SCIENCE) 3

SOLAS CONVENTION • Transmitting and receiving on-scene communications; • Transmitting and receiving signals; • Receiving maritime safety information; • Transmitting and receiving general radio communications relating to the management and operation of the vessel; • Transmitting and receiving bridge-to-bridge communications. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 4

APPLICATION • The GMDSS applies to vessels subject to the SOLAS Convention - that is: • Commercial vessels of 300 Gross Registered Tons (GRT) and above, engaged on international voyages. • GMDSS became mandatory for such vessels as of 1 st February 1999. • Commercial vessels under 300 GRT, or those above 300 GRT engaged on domestic voyages only are subject to the requirements of their Flag State. Some Flag States have incorporated GMDSS requirements into their domestic marine radio legislation. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 5

EQUIPMENT AND OPERATIONAL REQUIREMENT • The major difference between the GMDSS and its predecessor systems is that the radio communications equipment to be fitted to a GMDSS ship is determined by the ship's area of operation, rather than by its size. Because the various radio systems used in the GMDSS have different limitations with regards to range and services provided, the new system divides the world's oceans into 4 areas: PJ SAMSON (HOD HND NAUTICAL SCIENCE) 6

EQUIPMENT AND OPERATIONAL REQUIREMENT • Area A 1 lies within range of shore-based VHF coast stations (20 to 30 nautical miles); • Area A 2 lies within range of shore based MF coast stations (excluding A 1 areas) (approximately 100 - 150 nautical miles); • Area A 3 lies within the coverage area of Inmarsat communications satellites (excluding A 1 and A 2 areas - approximately latitude 70 degrees north to latitude 70 degrees south); and • Area A 4 comprises the remaining sea areas outside areas A 1, A 2 and A 3 (the Polar Regions). PJ SAMSON (HOD HND NAUTICAL SCIENCE) 7

GMDSS COMMUNICATION SYSTEM • The GMDSS utilises both satellite and terrestrial (i. e. : conventional) radio systems. • Sea Area A 1 requires short range radio services - VHF is used to provide voice and automated distress alerting via Digital Selective Calling (DSC). • Sea Area A 2 requires medium range services - Medium Frequencies (MF - 2 MHz) are used for voice and DSC. • Sea Areas A 3 and A 4 require long range alerting - High Frequencies (HF - 3 to 30 MHz) are used for voice, DSC and Narrow Band Direct Printing (NBDP - aka radio telex). PJ SAMSON (HOD HND NAUTICAL SCIENCE) 8

GMDSS EQUIPMENTS GMDSS ships are required to carry the following minimum equipment: • A VHF radio installation capable of transmitting DSC on channel 70, and radiotelephony on channels 16, 13 and 6. • One SART if under 500 GRT, 2 SARTs if over 500 GRT. • Two portable VHF transceivers for use in survival craft if under 500 GRT, three if over 500 GRT. • A NAVTEX receiver, if the ship is engaged on voyages in any area where a NAVTEX service is provided. • An Inmarsat EGC receiver, if the ship is engaged on voyages in any area of Inmarsat coverage where MSI services are not provided by NAVTEX or HF NBDP • A 406 MHz or 1. 6 GHz EPIRB PJ SAMSON (HOD HND NAUTICAL SCIENCE) 9

RADIO EQUIPMENTS SEA AREA A 1 Every ship engaged on voyages exclusively in sea area A 1 shall be provided with the minimum equipment specified previously, with the • option to replace the 406 EPIRB with a VHF DSC EPIRB. • GMDSS VHF equipment. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 10

VHF RADIO & DSC VHF RADIO PJ SAMSON (HOD HND NAUTICAL SCIENCE) 11

RADIO EQUIPMENT SEA AREA A 1 & A 2 Every ship engaged on voyages beyond sea area A 1, butremaining within sea area A 2, shall be provided with the minimum equipment specified previously, plus: • An MF/HF radio installation capable of transmitting and • receiving on the frequencies 2187. 5 k. Hz using DSC and • 2182 k. Hz using radiotelephony; • A DSC watchkeeping receiver operating on 2187. 5 k. Hz • A 406 MHz EPIRB • The ship shall, in addition, be capable of transmitting and receiving • general radio communications using radiotelephony or directprinting telegraphy by: • A HF radio installation operating on working frequencies in the (marine) bands between 1, 605 k. Hz and 27, 500 k. Hz. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 12

MF/HF DSC AND RADIO MF/HF DSC MF/HF RADIO PJ SAMSON (HOD HND NAUTICAL SCIENCE) 13

RADIO EQUIPMENT SEA AREA A 1, A 2 & A 3 • These vessels have two options to satisfy their GMDSS requirements. The options allow a vessel to choose from the primary method to be used for ship-shore alerting; • Every ship engaged on voyages beyond sea areas A 1 and A 2, but remaining within sea area A 3 shall be provided with the minimum equipment specified previously, pluseither: • An Inmarsat C ship earth station • An MF radio installation and 2187. 5 k. Hz DSC watchkeeping receiver; • A 406 MHz EPIRB • OR PJ SAMSON (HOD HND NAUTICAL SCIENCE) 14

INMARSAT COVERAGE PJ SAMSON (HOD HND NAUTICAL SCIENCE) 15

RADIO EQUIPMENT SEA AREA A 1, A 2 & A 3 – An MF/HF radio installation capable of transmitting and receiving on all distress and safety frequencies in the (marine) bands between 1, 605 k. Hz and 27, 500 k. Hz: – using DSC, radiotelephony; and NBDP (narrow band direct printing) – An MF/HF DSC watch keeping receiver capable of maintaining DSC watch on 2, 187. 5 k. Hz, 8, 414. 5 k. Hz and on at least one of the distress and safety DSC frequencies 4, 207. 5 k. Hz, 6, 312 k. Hz, 12, 577 k. Hz or 16, 804. 5 k. Hz; at any time, it shall be possible to select any of these DSC distress and safety frequencies. – A 406 MHz EPIRB – An Inmarsat ship earth station. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 16

RADIO EQUIPMENT SEA AREA A 1, A 2 & A 3 • In addition to carrying the equipment listed previously, every ship engaged on voyages in all sea areas shall be provided with: • An MF/HF radio installation as described earlier • An MF/HF DSC watch keeping receiver as described earlier • A 406 MHz EPIRB • In addition, ships shall be capable of transmitting and receiving general radio communications using radiotelephony or direct-printing telegraphy by an MF/HF radio installation as described earlier. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 17

INMARSAT C INMARSAT BRIDGE UNIT INMARSAT C ANTENNA PJ SAMSON (HOD HND NAUTICAL SCIENCE) 18

DISTRESS, URGENCY AND SAFETY SIGNALS RECEPTION OF SAFETY MESSAGES • These messages are prefixed by one of the following words • Mayday • Pan • Securite • If you hear these words, write down the information, some ones’ life may depend upon your actions. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 19

DISTRESS, URGENCY AND SAFETY SIGNALS • MAYDAY (Distress) • Indicates that a ship, aircraft, vehicle or person is threatened by grave and imminent danger and requests immediate assistance. • PAN (Urgency) • Indicates that the calling station has a very urgent message to transmit concerning the safety of a ship or other vehicle, or of a person. • SECURITE (Safety) • Indicates that the station is about to transmit a message concerning the safety of navigation or giving important meteorological warnings. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 20

RADIO DISTRESS TRANSMITTING PROCEDURE • • • • 1. Ensure that the VHF is switched on – high power, Channel 16 is selected, squelch and volume is adjusted. 2. The format of the call and message is as follows: CALL MAYDAY, MAYDAY THIS IS VESSEL’S NAME, VESSEL’S NAME MESSAGE MAYDAY VESSEL’S NAME POSITION OF DISTRESS NATURE OF DISTRESS ASSISTANCE YOU REQUIRE OTHER INFORMATION OVER 3. Listen for a reply and if none is heard then repeat the above procedure. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 21

RADIO DISTRESS TRANSMITTING PROCEDURE • An example of a distress call & message is given below: • • MAYDAYMAYDAY • THIS IS • SEA QUEEN • • MAYDAY • SEA QUEEN • I AM 20 MILES SOUTH EAST OF CHENNAI LIGHT • I HAVE HIT A SUBMERGED OBJECT AND I AM SINKING • I REQUIRE IMMEDIATE ASSISTANCE • 2 PERSON ONBOARD, NO LIFERAFT, NO FLARES • OVER PJ SAMSON (HOD HND NAUTICAL SCIENCE) 22

ACKNOWLEDGEMENT AND RECEIPT OF DISTRESS MESSAGE • A vessel which receives a distress message from another station in their immediate vicinity must acknowledge receipt immediately. However, receiving vessels should give time for a coast station to respond (if in range), before acknowledging receipt. • A vessel which receives a distress message from another station not in their immediate vicinity must acknowledge receipt after the elapse of a short interval to permit stations nearer to the station in distress to acknowledge receipt without interference. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 23

ACKNOWLEDGEMENT AND RECEIPT OF DISTRESS MESSAGE • The acknowledgement should take the following format: • • • MAYDAY NAME OF VESSEL IN DISTRESS (3 TIMES) THIS IS OWN VESSEL’S NAME (3 TIMES) RECEIVED MAYDAY OVER • After acknowledgement of the distress you must as soon as possible transmit follow up information. This will be largely determined by the extent of local knowledge and consultation with charts etc; PJ SAMSON (HOD HND NAUTICAL SCIENCE) 24

ACKNOWLEDGEMENT AND RECEIPT OF DISTRESS MESSAGE • Example of follow up information: MAYDAY SEA QUEEN THIS IS SAGAR DEEP I AM 26 MILES TO THE EAST OF YOUR POSITION, MY ETA YOUR DISTRESS POSITIOIN WILL BE 1500 HOURS ZULU • OVER • • • NB Mayday only once, to emphasise your message is for Distress PJ SAMSON (HOD HND NAUTICAL SCIENCE) 25

CONTROL OF DISTRESS TRAFFIC • This is the responsibility of the vessel in distress, or the vessel operating a relay of the distress. • This responsibility can and usually is delegated to a co-ordinating service such as Coastguard/Navy when considering coastal radio. • There might be slight variation in the order of sending of specific messages. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 26

MAYDAY RELAY You may relay a Mayday under anyone of the following conditions: • 1. When the station in distress cannot transmit a distress message • 2. When the master of a vessel not in distress considers that further help may be necessary. • 3. When you have heard a distress and you cannot go to the assistance and at the same time have heard no one acknowledge the distress. • It is important that when you transmit a distress on behalf of someone else that you make this point absolutely clear (you do not want for example, SAR vessels taking a DF bearing of you by mistake). • The Mayday Relay consists of a call by the relay station followed by the Distress Message of the vessel in distress as originally received. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 27

MAYDAY RELAY • • • An example follows: MAYDAY RELAY, MAYDAY RELAY THIS IS JALAJA MAYDAY SEA QUEEN I AM 20 MILES SOUTHEAST FROM SOUTER POINT I HAVE HIT A SUBMERGED OBJECT AND I AM SINKING I REQUIRE IMMEDIATE ASSISTANCE 2 PERSONS ONBOARD, NO LIFERAFT, NO FLARES OVER PJ SAMSON (HOD HND NAUTICAL SCIENCE) 28

URGENCY SIGNAL • Indicates that the calling station has a very urgent message to transmit concerning the safety of a ship or other vehicle. This message has priority over all other calls except distress. • The Urgency message consists of two portions, the initial Urgency Call, which is then followed by the Urgency Message. Whilst this message is usually made on channel 16, other channels maybe more appropriate to the situation i. e. Port operations channel if message refers to area within port limits. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 29

URGENCY SIGNAL • • • An example of an Urgency transmission follows: PANPAN ALL STATIONS THIS IS BOXER IN POSITION 53º 15’N 005º 50’W STEERING GEAR FAILURE REQUIRE A TOW URGENTLY DRIFTING EAST, BLUE HULL WHITE CABIN 2 ADULTS ONBOARD • OVER PJ SAMSON (HOD HND NAUTICAL SCIENCE) 30

VHF DIGITAL SELECTIVE CALLING • Channel 70 VHF is an international channel used for distress, urgency, safety and calling using DSC techniques. This requires specific radio equipment to encode calls and messages into binary code. • With the introduction of the Global Maritime Distress and Safety (GMDSS) the use of DSC equipment will enhance the quality and speed of transmissions. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 31

VHF DIGITAL SELECTIVE CALLING • DSC replace a call in older procedures. • DSC signal uses a stable signal with a narrow bandwidth • Receiver has no squelch • Slightly longer range than analog signals • Significantly faster • Programmed with ship’s MMSI and may be connected to GPS to know who, what time and where • Allows the distress signal to be sent very quickly. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 32

VHF DIGITAL SELECTIVE CALLING • Often, ships use separate VHF DSC and MF/HF DSC controllers. For VHF, DSC has its own dedicated receiver for monitoring Channel 70, but uses the main VHF transceiver for transmission. However, for the user, the controller is often a single unit. MF/HF DSC devices monitor multiple distress, urgency and sécurité bands in the 2, 4, 6, 8, 12 and 16 MHz bands. At minimum, controllers will monitor 2187. 5 k. Hz and 8414. 5 k. Hz and one more band. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 33

VHF DIGITAL SELECTIVE CALLING The distress can be sent either as a single-frequency or multi-frequency attempt. In the former, a distress signal is sent on one band the system will wait up to four minutes for a DSC acknowledgment from a coast station. If none is received, it will repeat the distress alert up to five times. In a multi-frequency attempt, the distress signal is sent on the MF and all the HF distress frequencies in turn. As this requires retuning the antenna for each sending, without waiting for an acknowledgment, a multi-frequency attempt should only be done if there are only a few minutes until the ship's batteries are under water. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 34

VHF DIGITAL SELECTIVE CALLING Distress calls can be both non designated and designated. The latter allows one of ten pre-defined designations to be sent along with the distress signal. These are "abandoning ship", "fire or explosion", "flooding", "collision", "grounding", "listing", "sinking", "disabled and adrift", "piracy or attack" and "man overboard". [8] To avoid false distress alerts, distress buttons normally have protective covers, often with a springloaded cover so two hands need to be used simultaneously. Alternatively, some devices have two-button systems. [9] Operators are required to cancel falsely sent distress alerts with a transmission on the channel designated by the distress signal. [10] A coast station which receives a DSC distress alert will immediately send an acknowledgment. The sending device will then both stop repeating the alert, and tune to the designated channel for the distress message to be sent. Ships receiving a distress alert who are outside coast station range or do not receive an acknowledgment, are required to relay the distress alert by any means to land. [9] PJ SAMSON (HOD HND NAUTICAL SCIENCE) 35

RESPONDING TO DISTRESS SIGNALS The following is an extract from SOLAS which explains the responsibilities regarding responding to a distress signal. • Masters obliged to respond to distress messages from any source • Ships can be requisitioned by the master of a ship in distress or the search and rescue authorities PJ SAMSON (HOD HND NAUTICAL SCIENCE) 36

RESPONDING TO DISTRESS SIGNALS (1) The master of the ship at sea on receiving a signal from any source should proceed with maximum speed available for assistance. Inform the SAR regarding your intention Due to any circumstances if the Master is unable proceed for assistance, a log entry to be made for the failure to do so, taking into account the recommendation of the Organisation, to inform the appropriate search and rescue service accordingly. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 37

RESPONDING TO DISTRESS SIGNALS 2. The master of a ship in distress or the search and rescue service concerned, after consultation, so far as may be possible, with the masters of ships which answer the distress alert, has the right to requisition one or more of those ships as the master of the ship in distress or the search and rescue service considers best able to render assistance, and it shall be the duty of the master of masters of the ship or ships requisitioned to comply with the requisition by continuing to proceed with all speed to the assistance of persons in distress. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 38

RESPONDING TO DISTRESS SIGNALS 3. Masters of ships shall be released from the obligation imposed by paragraph 1 on learning that their ships have not been requisitioned and that one or more other ships have been requisitioned and are complying with the requisition. This decision shall, if possible be communicated to the other requisitioned ships and to the search and rescue service. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 39

RESPONDING TO DISTRESS SIGNALS 4. The master of a ship shall be released from the obligation imposed by paragraph 1, and if his ship has been requisitioned, from the obligation imposed by paragraph 2 on being informed by the persons in distress or by the search and rescue service or by the master of another ship which has reached such persons that assistance is no longer necessary. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 40

RESPONDING TO DISTRESS SIGNALS • The provisions of this regulation do not prejudice the Convention for the Unification of Certain Rules of Law Relating to Assistance and Salvage at Sea, signed at Brussels on 23 September 1910, particularly the obligation to render assistance imposed by article 11 of that Convention* • * International Convention on Salvage 1989 done at London on 28 April 1989 entered into force on 14 July 1996 PJ SAMSON (HOD HND NAUTICAL SCIENCE) 41

SAR COORDINATION Universally SAR system has three general levels of co-ordination: • SAR co-ordinators (SCs) • SAR mission co-ordinator (SMCs) • On-scene co-ordinator (OSCs) • Additionally, some co-ordination is possible through ship reporting systems, AMVER and aircraft reporting system. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 42

SAR COORDINATION Periodic situation reports (SITREPs): • Weather and sea conditions • • The results of search to date Any actions taken Any future plans or recommendations Maintain a detailed record of the operation: – On-scene arrival and departure times of SAR facilities, other vessels and aircraft engaged in the operation – Areas searched – Track spacing used – Sightings and leads reported – Actions taken – Results obtained PJ SAMSON (HOD HND NAUTICAL SCIENCE) 43

SAR COORDINATION • Advise to release the facilities no longer required. • Request additional assistance, where necessary (e. g. , medical evacuation). • Report the number and names of survivors PJ SAMSON (HOD HND NAUTICAL SCIENCE) 44

ONBOARD PREPARATION Bridge • OOW and lookouts to be briefed and advised. • Weather information for the route and the distress position. • Determine datum and update it as necessary • Operate radar(s) specially (X band, 3 cm). • Binoculars. • Plot position of own ship frequently • Plot positions of other ships attending distress. • Consider using search or deck lights during hours of darkness. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 45

ONBOARD PREPARATION • Monitor all distress frequencies. • Try to maintain continuous contact with ship in distress. • Update CRS/RCC with any developments and obtain current information from the service. • Have copies of International Code of Signals handy. • Daylight signalling lamp. • Hand held VHF radios. • Loud hailer. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 46

ONBOARD PREPARATION • Engine Room • Maximum possible speed. • Expected engine stand by manoeuvring. • Fire pump, power for deck machinery. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 47

ONBOARD PREPARATION Deck • Rescue boat / life boat • Life raft ready without inflating (can be used as a boarding station). • Scrambling nets. • Rope ladders. • Boat ropes. • Life jackets and life buoys. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 48

ONBOARD PREPARATION • Heaving lines, rescue quoits, line throwing apparatus and messenger ropes. • Survival/immersion suits • Boat and grappling hooks. • Hatchets. • Rescue baskets and litters. • Fire fighting equipment. • Cargo lifting appliances (crane, derrick, gantry, etc. ) PJ SAMSON (HOD HND NAUTICAL SCIENCE) 49

ONBOARD PREPARATION Medical Assistance • Stretchers. • Blankets. • Medical supplies, first aid kits, resuscitator and medicines. • Dry clothing. • Food and hot drinks. • Hospital beds. • Accommodation PJ SAMSON (HOD HND NAUTICAL SCIENCE) 50

DATUM The first stage in every SAR incident is the establishment of a geographical reference or DATUM for commencing the search and depends upon: • • • Reported position Time of incident Any bearings or sightings Time interval between the incident and arrival of SAR facilities Size, type and condition of the search object Estimated surface movements of the distressed craft or survival craft, depending on drift Drift is caused by wind and water movement and is based upon: • • Leeway caused downwind due to wind Total water current (which comprises of two components – current /tidal stream and wind driven current) PJ SAMSON (HOD HND NAUTICAL SCIENCE) 51

SEARCH PATTERN • Expanding Square Search • Expanding square can only be used by a single ship and is often appropriate for vessels or small boats to use when searching for persons in the water or other search objects with little or no leeway. It is most effective when the location of the search object is known within relatively close limits. • Generally accurate navigation is required. In order to enhance visual referencing at sea, the first leg is usually oriented directly into the wind, if some sea is running, to minimize navigational errors. • Commencement point always datum point • All alterations are only 90 deg. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 52

SEARCH PATTERN (Expanding Square Search) PJ SAMSON (HOD HND NAUTICAL SCIENCE) 53

SEARCH PATTERN Sector Search • It is used to search a circular area centred at the datum and can only be used by only one craft at a time at a certain location. • Sectors are marked from datum as 1 st, 2 nd, 3 rd, and the course alterations are 120º. • After initial search, the pattern is oriented 30º in the direction of turn • It is most effective when the position of the search object is accurately known and the search area is small. It is most appropriate after man overboard incident immediate action for searching the person. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 54

SEARCH PATTERN (Sector Search) PJ SAMSON (HOD HND NAUTICAL SCIENCE) 55

SEARCH PATTERN • Creeping Line Search, Co-ordinated • In this case an OSC has to be present to direct and to provide communications with the participating vessels (Aircraft and ship). The aircraft does most of the searching, while the ship steams along a course and at a speed asked by the OSC. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 56

SEARCH PATTERN Creeping Line Search, Co-ordinated PJ SAMSON (HOD HND NAUTICAL SCIENCE) 57

SEARCH PATTERN • Parallel Sweep (Track) Search • This pattern makes use of search legs that are parallel to each other. • It is employed where a large area has to be searched and survivor location is uncertain. • The area may be assigned to individual search units on-scene at the same time, after it is divided into smaller sub-areas. • • This pattern has a few variations. It may be used by: Single ship Number of ships within individual allocated areas Number of ships searching in a co-ordinated manner PJ SAMSON (HOD HND NAUTICAL SCIENCE) 58

SEARCH PATTERN (Parallel Sweep (Track) Search) PJ SAMSON (HOD HND NAUTICAL SCIENCE) 59

WORLD-WIDE NAVIGATIONAL SERVICE • General Information • 1. Established through the joint effort of International Hydrographic Office and International Maritime Organisation. • It is a coordinated global service for the promulgation of Navigational warnings. • A document giving guidance and information on the service is available free from International Hydrographic Bureau. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 60

WORLD-WIDE NAVIGATIONAL SERVICE • 2. Navigational warnings are designed to give the mariner early information of important incidents which may constitute a danger to navigation. • Many navigational warnings are of a temporary nature, but others remain in force for several weeks and may be succeeded by Notices to Mariners (NMs). PJ SAMSON (HOD HND NAUTICAL SCIENCE) 61

WORLD-WIDE NAVIGATIONAL SERVICE • 3. Masters are recommended to arrange, whenever possible, for the navigational warning broadcast to be monitored prior to sailing in case any dangers affecting their routes are notified. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 62

WORLD-WIDE NAVIGATIONAL SERVICE • 4. All information concerning safety of Navigation to be brought to the notice of the Master by the Navigating Officer on the watch immediately on receipt. • The provisions relating to the official log provide for a certificate to the effect that the master’s attention has been called to all signals of importance or interest and observance of the requirement should ensure that this important matter is not overlooked. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 63

WORLD-WIDE NAVIGATIONAL SERVICE • 5. The language used in both NAVAREA and Coastal warnings is invariably English, although warnings may additionally be transmitted in one or more of the official languages of the United Nations. • Navigational warnings are of three types – NAVAREA warnings, Coastal warnings and Local warnings. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 64

NAVAREA WARNINGS • 1. For the purposes of the WWNWS the world is divided into 16 geographical sea areas termed NAVAREAS and identified by Roman numerals. The authority charged with collating and issuing long range navigational warnings to cover the whole of an area is called the NAVAREA Coordinator. • The limits, NAVAREA Coordinator and transmitting stations of each NAVAREA are given in ALRS Vol. 3 where times, frequencies and other relevant information will also be found. • 2. The information is repeated with varying frequency as time passes until either the danger has ceased or the information has been adequately promulgated elsewhere. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 65

NAVAREA WARNINGS • 3. NAVAREA Warnings contain information concerning principal shipping routes which are necessary for the mariner to know before entering coastal waters, such as: • a. Failure of and changes to major navigational aids. • b. Failure of and changes to long-range electronic position fixing systems (GPS/LORAN-C). • c. Newly discovered wrecks or natural hazards. • d. Areas where SAR or anti pollution operations are taking place (for avoidance of such areas). • e. Seismic surveys and other underwater activities in certain areas. • f. Positions of mobile drilling rigs (RIGLISTS) and other oil/gas related activities. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 66

NAVAREA WARNINGS • 4. All NAVAREA warnings are broadcast through one or more of the following: • a. Safety. NET - Enhanced Group Calling (EGC) International Safety. NET. For full broadcast details see ALRS Vols 3 and 5. • b. NAVTEX - depending upon the area affected, NAVAREA Warnings may also be transmitted through NAVTEX. • For full broadcast details see ALRS Vols 3 and 5. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 67

NAVAREA WARNINGS • 5. A reprint of those NAVAREA warnings issued in the current week, together with a numerical list of those in force, is included in Section III of the weekly edition of Admiralty Notices to Mariners. • This list includes warnings cancelled when superseded by NMs. A numerical list of all NAVAREA warnings in force is broadcast each Friday. • Section III of the weekly edition of NMs also includes selected important warnings from other NAVAREA, HYDROLANT and HYDROPAC series. For availability of weekly editions of NMs see Annual Notice No 2. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 68

WORLD METEOROLOGICAL ORGANISATION • 1. The World Meteorological Organization (WMO) has established a global service for the transmission of high-seas weather warnings and routine weather bulletins, through the Enhanced Group Calling International Safety. NET Service. • METeorological service AREAS (METAREAS) are identical to the 16 NAVAREAS within the World-Wide Navigational Warning Service • (WWNWS). • Each METAREA has a designated National Meteorological Service responsible for issuing high seas weather warnings and bulletins. • The designated authorities are not necessarily in the same country as the NAVAREA coordinators. • 2. For full details of Safety. NET METAREA services see ALRS Vols. 3 and 5. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 69

WORLD METEOROLOGICAL ORGANISATION GALE Warnings • 1. Gale warnings are issued when mean winds of at least force 8 or gusts reaching 43 to 51 knots are expected. Gale warnings remain in force until amended or cancelled. • However, if the gale persists for more than 24 hours after the time of origin, the warning will be re-issued. The term “severe gale” implies a mean wind of at least force 9 or gusts reaching 52 to 60 knots. The term “storm” implies a mean wind of at least force 10 or gusts reaching 61 to 68 knots. • The term “imminent” implies within 6 hours of the time of issue: “soon” implies between 6 and 12 hours; “later” implies more than 12 hours. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 70

WORLD METEOROLOGICAL ORGANISATION 2. Gale warnings are broadcast through: a. RT (MF) and VHF by HM Coastguard MRCCs in the British isles and also on NAVTEX. Broadcast times vary with different groups of stations. For full broadcast details see ALRS Vol. 3. b. Safety. NET - Enhanced Group Calling International Safety. NET. METAREA only (i. e. area outside NAVTEX coverage). For full broadcast details see ALRS Vols. 3 and 5. c. BBC Radio 4. For full broadcast details see ALRS Vol. 3. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 71

WORLD METEOROLOGICAL ORGANISATION OFFSHORE Shipping Forecast 1. A bulletin for offshore shipping comprising a Summary of gale warnings, a plain language synopsis of general weather conditions and forecasts for 24 hours. 2. OFFSHORE Shipping Forecasts are broadcast through: a. RT (MF) and VHF on NAVTEX (518 k. Hz). Broadcast times vary with different groups of stations. For full broadcast details see ALRS Vol. 3. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 72

WORLD METEOROLOGICAL ORGANISATION b. Safety. NET - Enhanced Group Calling International Safety. NET. METAREA only (i. e. area outside NAVTEX coverage). For full broadcast details see ALRS Vol. 5. c. BBC Radio 4. For full broadcast details see ALRS Vol. 3. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 73

WORLD METEOROLOGICAL ORGANISATION COASTAL Inshore Waters Forecast • 1. For the benefit of coastwise shipping, fishing vessels, etc. , an inshore forecast covering the coastal waters of the UK out to 12 miles is broadcast at four hourly intervals from all HM Coastguard MRCCs providing a 24 hour forecast, a 24 hour outlook for 16 coastal areas and a brief 3 day outlook for the whole of the UK. • 2. COASTAL Inshore Waters Forecasts are broadcast through: • a. VHF and also on NAVTEX (490 k. Hz). For full broadcast details see ALRS Vol. 3. • b. BBC Radio 4. Due to time constraints, this forecast is for 9 areas around the UK coast. For full broadcast details see ALRS Vol. 3. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 74

WORLD METEOROLOGICAL ORGANISATION • Ships’ Weather Reports • 1. Reports from vessels which form part of the voluntary observing fleet under the auspices of the WMO. Full details are given in ALRS Vol. 3. • 2. Ships’ Weather Reports can be sent through Inmarsat Land Earth Station using Code 41 of Inmarsat A, Inmarsat B or Inmarsat C. For full Inmarsat details see ALRS Vols. 1 and 5 PJ SAMSON (HOD HND NAUTICAL SCIENCE) 75

NAVAREA VIII PJ SAMSON (HOD HND NAUTICAL SCIENCE) 76

NAVAREA VIII PJ SAMSON (HOD HND NAUTICAL SCIENCE) 77

NAVAREA VIII PJ SAMSON (HOD HND NAUTICAL SCIENCE) 78

TRANSMISSION OF NAVAREA WARNINGS Issued by Navarea VIII coordinator Routine Transmission from Satellite LES Arvi Daily Broadcast at 1000 hours UTC Urgent Messages Transmitted at any time NAVTEX messages transmitted through shore stations at Mumbai and Chennai • Monitored by National Hydrographic Office • • • PJ SAMSON (HOD HND NAUTICAL SCIENCE) 79

TYPES OF NAVAREA WARNINGS • • • Casualties to lights, fog signals and buoys affecting main shipping lanes. The presence of dangerous wrecks in or near main shipping lanes and, if relevant, their marking. Establishment of major new aids to navigation or significant changes to existing ones when such establishment or change might be misleading to shipping. The presence of large unwieldy tows in congested waters. Drifting mines Areas where search and rescue (SAR) and anti-pollution operations are being carried out(for avoidance of such areas) The presence of newly discovered rocks, shoals, reefs and wrecks likely to constitute a danger to shipping and, if relevant, their marking. Unexpected alteration or suspension of established routes. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 80

TYPES OF NAVAREA WARNINGS • Cable or pipe-laying activities, the towing of large submerged objects for research or exploration purposes, the employment of manned or unmanned submersibles, or other underwater operations constituting potential dangers in or near shipping lanes. • Establishment of offshore structures in or near shipping lanes. • Significant malfunctioning of radio navigational service and shore-based • maritime safety information radio or satellite services. • Information concerning special operations which might affect the safety of shipping, sometimes over wide areas, eg. naval exercises, missile firings, space missions, nuclear tests, etc. It is important that where the degree of hazard is known, this information is included in the relevant warning. • Whenever possible, such warnings should be originated not less than five days in advance of the scheduled event. The warning should remain in force until the is completed. • Acts of piracy and armed robbery against ships. PJ SAMSON (HOD HND NAUTICAL SCIENCE) 81

ORGANISATION OF NAVAREA VIII RADIO WARNING • Officer-in-Charge NCD(MB) is responsible for originating NAVAREA Warnings on behalf of Chief Hydrographer to Govt of India. • However any Naval/ Coast Guard Authority can originate a NAVAREA warning, depending upon the nature of event / occurrences that have a bearing on the navigational safety and route the same through their respective regional headquarters PJ SAMSON (HOD HND NAUTICAL SCIENCE) 82

FORMATION OF NAVREA VIII WARNING PJ SAMSON (HOD HND NAUTICAL SCIENCE) 83