© Australian Maritime College 2014 ISBN 0 644 29418 3 First published for the Ofice of Maritime Communications, Australian Maritime College ...May 2007, Revised 2013. Revised 2014. This work is copyright. Apart from any use as permitted under the Copyright Act 1968, no part may be produced by any process without prior written permission from the Australian Maritime College (AMC). Requests and inquiries concerning reproduction and rights should be addressed to: Australian Maritime College, The Manager, Office of Maritime Communications, Locked Bag 1394, Launceston Tasmania 7250, Email: [email protected] Intemet: wv ame.edu.aw/marineradio. AMC [s a specialist institute of the University of TasmaniaOlle 10) This handbook is intended for the guidance of radio operators: (@) On Australian vessels which are voluntary ited with marine Very High Frequenoy (VHF) radiotelephony and marine VHF radiotelephory with Digital Selective Caling (SC) capability (b) On Australian vessels which are compulsorily fitted with marine VHF radiotelephony and marine VHF ragiotelephony with Digital Selective Calling (DSC) capability. itis the recommended study guide for candidates undertaking the Marine Radio Operators VHF Cattticate of Proficiency (MROVCP) examination Procedures and requirements outined inthe handbook are based on the International Radio Regulations formulated by the international Telecommunication Union (TU), on provisions governing the use of radio transmitters in Australia lid down in the Raalocommunications Act 1992, and on radiocommunications station licence conditions set by the Australian Communications and Media Authority (ACMA). Careful observance of the procedures covered by this handbook is essential for the efficient exchange of communications in the marine radiocarmmunications service, particularly when the safaty of ife at sea is concemed, Special attention should be given to those sections dealing with distress, urgency and safety it should be nated that no provision of this handbook, the International Radio Regulations, or the Radiocommunications Act 1992, prevents the use by a vessel in distress of any means at its disposal to attract attention, make known its position and obtain help. Similarly, no provision of this handbook, the International Radio Regulations, or the Radiocommunications Act 1992, prevents the use by vessels engaged in search and rescue operations of any means at their disposal to assist a vessel in distress, This study guide is based on extracts from the Marine Radio Operators Handbook 2013. It also contains information about the Global Maritime Distress and Safaty System (¢MDSS) marine communications techniques which are available for use by small vessels in Australia, The system uses advanced technology and automation to ensure that search and rescue authorities, as well a ships inthe vicinity of an emergency, are alerted reliably and rapidly. Both satelite and terrestrial communications form essential components of the GMDSS. The Australian Maritime College (AMC) acknowledges the contribution of ACMA, the Australian Maritime Safety Authority (AMSA), the Bureau of Meteorology, Tlstra, and the Governments of the States and the Northem Temitory in the preparation of this Handbook TanoW scrCONTENTS INTRODUCTION TO MARINE VHF. Operator Requirements Radio Licence Information Operators Qualifications... 2... Marine VHF . . General... Frequency of Marine VHF Frequency Spectrum Range of VHF VHF Marine Radio aie : Prince of Operation. The Major Parts of Radio Equipment wees General... General Care and Maintenance, VHF Marine Repeaters Principle of Operation... esses VHF Marine Repeater Channels Use of VHF Marine Repeaters... Stations for Marine Communications Limited Coast Stations .. Station Identification Operating Procedures... .. Authority ofthe Master. Priority of Communications. ... Protection of Channels. . Secrecy of Communications Watch Keeping Silence Periods . Unnecessary Communications... Test Transmissions. . .. Log Keeping . Phonetic Alphabet and Figure Code, Control of Communications ..... Revision Questions . . CALLING PROCEDURES . Routine Calling Procedures Routine Caling Replying to Calls Repeating Calls... Difficulties in Establishing Contact ‘With Other Stations Distress Calling Procedures Responsibility Authorty to Transmit a Distress Call and Message . .. Channel for Distress . Distress Alert The Distress Signal .. The Distress Call... ‘The Distress Message Distress Position Information . Distress Trafic. Acceptance of Distress Cals and Messages : ‘Authority to Transmit a Distress: Acknowledgement. . Obligation to Acknowledge Receipt of a Distress Message Acknowledgment of Receipt of a Distress Message . .. : Control of Distress Traffic Resumption of Normal Working ‘Transmission of a Distress Message by a Station Not Itseff in Distress. . The Urgency Signal... The Safety Signal Revision Questions DIGITAL SELECTIVE CALLING (DSC) General DSC-Capable Equipment Station Identity. Transmission ofa DSCAert Information Contained ina DSC Alen DSC Alert Formats. : DSC Distress Mert Procedures. Distress Poston information . DSC Alert Information. . o ‘Transmission of a DSC Distress. ‘AlertRepetition of Distress Alerts . Acknowledgement of a VHF DSC Distress Alert. Cancellation of an Inadvertent DSC Distress Alert... . Revision Questions . EMERGENCY POSITION INDICATING RADIO BEACONS: EPIRBS. General Local User Terminals . Type of EPIRB ..... Identification ofa 406 Miz EPIPB. ‘The COSPAS-SARSAT International Satelite System, Methods of Detection and Location. The 406 MHz EPIRB. Detection by Satelite... Activation of the 406 MHz EPIRB. General. . Accidental Activation ofan EPIRB Servicing of EPIRBS . Stowage of EPIRBS . Revision Questions SEARCH AND RESCUE TRANSPONDERS, General... Posttoning of the SART SART Operation Location Distances Revision Questions . . POWER SUPPLIES ......... Maintenance Free Batteries... . Lead Acid Batteries Battery Construction (courtesy o Battery Council Internationa). CallVoltage. 2... Cell Capacity. Battery Connection Battery Hazards, Essential Battery Maintenance Battery Cleanliness Electrolyte Level... Correct Charging... Measuring the Spectic Gravity. Measuring the On-Load Terminal Voltage Loss of Capacity Connection of Batteries During Emergencies : Revision Questions Suggested Format for a Radio Logbook Page . MISCELLANEOUS Table of Transmitting Channels in the VHF Maritime Mobile Band ..... Marine VHF Channels for use by Ship Stations. . Table 1. Pofssonal Fishing Vessels Frequencies. Table 2. Commercial Vessel Frequencies Table 3. Yachts and Pleasure Vessels Frequencies. Table 4 Pot Operations Frequencies. Table 5. VHF Marine Repeater Channels, Note. Public Correspondence Channels... Phonetic Alphabet and Figure Code Miscellaneous... Figure Code, Definition . = Standard Marine Communication Phrases Message Markers Internet Websites for General interes! Contact Details... 3 31 31 31 32 32 32 33 33 34 35 35 38 38 38 - 38 39 39 . 39 40 A 44 at 42 42 Ad AgINTRODUCTION TO MARINE VHF OPERATOR REQUIREMENTS RADIO LICENCE INFORMATION Under the Radiocommunications Act 1992, the installation and operation of marine radio equipment aboard any Australian vessel must be authorised by a licence. In the case of marine VHF (ery High Frequency) equipment on board an Australian vessel this is authorised by a maritime ship station class lloence. A copy ofthis class licence is available from ACNA. Radio call signs are no longer issued by ACMA for marine VHF. However existing radio call signs may sill be used The class licence does not authorise the operation of a ‘home base’. Except in special cases, marine radio equipment in private residences will not be authorised by ACMA. The class licence allows for unqualified people to use VHF radios, provided they are supervised by a suitably qualified person, OPERATORS QUALIFICATIONS sa minimum, under the above licence conditions, all operators of marine VHF equipment are required to possess the Marine Radio Operators VHF Certificate of Proficiency (MROVCP) as issued by the Office of Maritime Communications (OMC), a branch of the AMC, on behalf of ACMA MARINE VHF GENERAL National and International systems exist to provide prompt and effective search and rescue assistance to ships in distress. By complying with the folowing procedures, ship station operators can ensure that these systems continue to work effectively for the benefit ofall mariners The transmission of false or deceptive distress, urgency or safety messages is strictly forbidden. Extremely severe penalties, including imprisonment, exist under the Radiocommunications 2, for any person found guity of making such a transmission, urgency and safety calls and messages should be spoken slowly and clearly. The phonetic alphabet and figure code should be used if necessary. Use of the Standard Marine Communication Phrases is recommended in the case of language difficulties. Fig. 1 Marine VHF Transceiver FREQUENCY OF MARINE VHF FREQUENCY SPECTRUM The International Telecommunication Union (ITU) has allocated various bands of frequencies throughout the frequency spectrum for maritime use. The frequency spectrum is divided into eight bands, of which frequencies for maritime VHF use fall between 30 to 300 megahertz The VHF channel plan, as described in the International Radio Regulations, shows a total of 59 VHF channels available are allocated for radiotelephone (voice communications). 22 of these channels operate in simplex mode (Iransmnission and reception taking place on a single frequency). 34 of these channels operate in cuplex mole (simultaneous transmissions and reception taking place on seperate butpaired frequencies). 1 (Channel 70) is for Digital Selective Calling (DSC); and 2 (Channel 878, and 888) are exclusively for Automatic Identfication Systems (AIS 1 and AIS2 respectively. For a complete list of VHF frequencies and uses, see the Table of Transmitting Frequencies on page 35. RANGE OF VHF Due to the propagation conidtions of VHF. that part ofthe radio wave emitted from the transmitter (surface or ground wave) only follows the curvature ofthe earth's surface for a limited distance, Range of VHF is therefore considered as ‘short’ and dependent on the combined height ofthe transmiting and receiving antennas, Generally speaking, the range of VHF i slightly greater than the visual line of sight ofthe combined antennas; the higher the antenna, the greater the range. During certain atmospheric conditions, particularly during the summer months, the ground wave may be refracted around the earths surface for afar greater range than would normally be expected of VHF. This phenomenon is known as ‘ducting’ and should not be regarded as normal Fig. 2 1. Smal raft with ‘Approx. 5 nautical miles Smal craft with handheld VHF eee handheld VHF 2. ‘Sina crt; Yacht with mast antenna with handheld VHF 30 ft (Om) above sea level 3 ‘approx. 95 nautical miles . App qe nates smiles Sd Yacht with mast antenna . 30 ft (9m) above sea level Coast Station Approx, 60 nautica miles 4 —_— fae ae a a Large Vessel Coast Station a a Coast Station RITIME COLLEGEHF MARINE RADIO EQUIPMENT PRINCIPLE OF OPERATION VHF marine equipment offers a communications range between vessels of up to 20 km (10.8 nautical miles) and between vessel and shore of 50 km (27 nautical miles), and possibly significantly greater; * a safety service provided by limited coast stations operated by marine rescue and other organisations * the advantages of being relatively inexpensive, of providing the highest quality signa, of sutfering least from interference caused by atmospheric or ignition sources, and * of providing access to a radiotelephone service (not available in Australia); but * the disadvantage of sutfering blind spots behind cliffs, sand hills and heavy vegetation, \VHF marine equipment is suitable for small vessels remaining relatively close to the coast and within range of limited coast stations operating on VHF channels, VHF marine equipment fited with Digital Selective Caling facies may offer a single button istress facility and automatic watch keeping, GENERAL Marine radio equipment operating in the VHF band is made up of three major parts: the power supply; « the transceiver; and © the antenna or aerial. Each partis dependent on the other. fault in any one of the parts will nt allow the equipment to function correctly The power to operate the radio equipment may be supplied by the vessel's engine or from an independent battery. The transmitter and receiver are combined into a single unit and commonly referred to as the Transceiver’. The Digital Selective Calling (OSC) unit may be further integrated withthe transceiver. The antenna for a marine VHF transceiver should be mounted as high as possible, preferably at the top of a mast, in order to give greater range, and is described as ‘A short vertical whip or rod antenna’. Ultra-violet radiation will cause fibreglassed whip antennas to deteriorate after many years of service to a point where moisture can penetrate the layers of insulation. This will seriously affect radiation efficiency and replacement or re-fibreglassing will be necessary TRANSCEIVER CONTROLS This section detals the functions of important operator controls which may be found on marine VHF radio equipment. Not all wil be found on each brand of equioment. Transceiver controls may be identfied differently by individual manufacturers but will have the same purpose: On/Off and Volume Control, Often these functions are combined into a single contol tis used to tum the equipment 1 or of, and to adjust the level of signals coming from the loudspeaker. Squelch Control. This control allows the operator to stop the constant and annoying, internally generated, background noise ftom the receiver in the absence of an incoming signal. On VHF marine equipment, tis usually an adjustable contol The correct setting is found by tuming the contol clockwise untl the noise stops, but no further. If the contral is adjusted beyond this point, the receiver will be desensitised and may not receive weak signalsChannel Selector. This control is used to select the channel on which transmission or reception is required. Dual Watch (DW). This control willbe found on the majority of VHF equipment. In operation it will permit the operator to keep a listening watch on a working channel and Channel 16, This is NOT to be confused with scanning desirable or selected VHF channels ‘Scan. This control may be available on some brands of marine VHF equipment. Not to be confused with the Dual Watch control. This control may offer the operator the choice of scanning all the marine VHF channels, or selected channels, Power Selector. This control varies the power of the transmited signal. International regulations restrict the output povier of Marine VHF to 25 Watts maximum. On VHF marine equipment it may be marked ‘25W/1\" (25 Watts cor 1 Watt or ‘higtvlow’. The use of more power than is required to communicate satisfactolly is a breach of the International Radio Regulations, may cause unnecessary interference, and drains the battery supplying the equipment ata faster rate. The correct transmitter power setting is generally referred to as “the minimum power to maintain reliable communication” International/USA Control, This contro! may be found on some VHF marine equioment. tis provided by the manufacturer to permit communications with stations in the USA which do not conform to the International VHF channel plan. Itis important that this control is Kept in the ‘international’ position at all times unless in the coastal waters ofthe USA. Some manufacturers of marine VHF supplied to Australian operators may have ‘International’ substituted by ‘Aus’ GENERAL CARE AND MAINTENANCE Vessel owners should be aware that, on occasions, a power supply fuse wil blow when the transceiver is malfunctioning or for no apparent reason. Its recommended that a supply of fuses of the manufacturer's recommended value be carried on board. For safe keeping spare fuses could be contained in a suitable container. VHF MARINE REPEATERS PRINCIPLE OF OPERATION \VH communication range depends mainly on the height of the antennas of the transmitting and receiving stations By using VHF marine repeater stations, the range of ship to ship, ship to shore and shore to ship communications can be significantly increased. \VHF marine repeaters are unmanned shore installations usually located at geographically high points. They are clsigned to transmit and receive simultaneously and will retransmit or ‘repeat’ all signals recelved, Retransmitted signals can be received by any station istening on the repeater channel Limited coast stations operated by marine rescue organisations routinely monitor VHF repeater channels operating in their area. Not all coastal areas of Australia are served by VHF marine repeaters. VHF MARINE REPEATER CHANNELS \VHF marine repeaters operate in the DUPLEX mode on channels 21, 22, 80, 81 or 82. For their own safety, boat owners should ensure that they are familiar with the location and operating channel of their local repeater. Digital Selective Calling alerts using VHF must be confined to channel 70 and will not operate through repeaters. USE OF VHF MARINE REPEATERS In most cases VHF marine repeaters are installed and maintained by marine rescue organisations as a service to mariners and are avaliable for use by all icensed VHF ship stations. However, in order to minimise congestion, if direct TanoW scrship to ship or ship to shore communications are possible on a non-repeater channel, this must be used in preference. Repeater channels must not be used as ‘chatter channels’. Communications must be restricted to those concerning the movements of vessels and safety of vessels and persons. To discourage lengthy conversations, repeaters wil incorporate an automatic time restriction of approximately thirty seconds If not apparent by monitoring, a ship station can gain an indication ofits ability to access a repeater by momentarily clepressing the microphone button. Ifa bret (approximately one second) burst or ‘tail’ of noise is heard from the loudspeaker wen the button is released, then the vessel is activating the repeater. I tall’ Is not heard, itis probable that the vessel is out of range ofthe repeater. Operators using VHF equipment equipped with an ‘International’ or ‘Aus’ channel switch should note that it is essential that the switch bein the International or ‘Aus’ positon to access repeaters, NS FOR MARINE COMMUNICATIONS LIMITED COAST STATIONS Limited Coast Stations are stations on land established for the purpose of communicating with vessels at sea. These stations are primarily responsible for the safety of movement and operation of vessels within ther local area. These stations are not licensed to handle public correspondence. There are no fived hours forthe radio service provided by Limited Coast Stations and many do not offer a continuous service, Hours of service are determined by local requirements or, in some cases, by State Government legislation, In the interests of safety, boat operators should familiarise themselves with services avalable to ther area of operations. Limited Coast Stations generally fal into the category of marine rescue units, yacht clubs or fishing cooperatives. STATION IDENTIFICATION Transmission without identification is forbidden. Al transmissions should be identified by the vessel's name, any other identity (f availabe) or by other means, such as the Martime Mobile Service Identty (MMS) ep UIC 010) Lem National and Intemational systems exist to provide prompt and effective search and rescue assistance to ships in distress, By complying with procedures in this chapter, ship station operators can ensure that these systems continue ‘to work effectively for the benefit of all mariners. Al raditalephony distress, urgency and safety calls and messages should be spoken slowly and clearly. The phonetic alphabet and figure code should be used if necessary. Use ofthe standard marine vocabulary is recommended in the case of language difculties, AUTHORITY OF THE MASTER A ship radio station and the service it provides are placed under the authority ofthe master, skipper, or the person responsible forthe safety of the vessel PRIORITY OF COMMUNICATIONS Al radiotelephony communications have been prioritised as follows: * Distress calls, messages and trafic are broadcast to all stations on distress channels; * Urgency calls, messages and traffic may be broadcast to all stations or transmitted to an individual station on channe's allocated for distress communications or on a working channel if the message is of an urgent medical request or repetition of an overdue vessel report* Safety calls and messages may be broadcast to al stations or transmitted to an individual station. The safety message will alvays be transmitted on a working channel. An acknowledgment is not expected for a safety broadcast. © General or Routine communications will always be transmitted to an individual station on a working channel. RADIOTELEPHONY CALLING & WORKING CHANNELS Channels allocated to ship and limited coast stations are categorised as either calling or working channels: * calling channels are for establishing the initial contact with other stations; and * working channels are forthe exchange of messages or conducting public correspondence by radiotelephone. PROTECTION OF CHANNELS Itis important that channels are used only forthe purpose for which they have been assigned; e.g. channels authorised for caling are not used as working channels, Channels authorised for calling coast stations are not used for calling ship stations SECRECY OF COMMUNICATIONS Article 17 of the ITU Radio Regulations prohibits the unauthorised interception of Radio Communications not intended for the general use of the public. Secrecy of communications does not apply tothe broadcast of distress, urgency or safety traffic addressed to all stations, WATCH KEEPING Whilst at sea it s @ requirement for smal craft to maintain a listening watch on Channel 16. Commercial vessels are currently required to maintain a continuous istening watch on Channel 16. nn 156.875 _| Ship stations General or routine communications 156.675 | Limited coest and ship stations | Caling and working (Yacht & Pleasure cratt) ch72 | 156.625 | Limited coast and ship stations | Caling and working Ch71 156.575 | Limited coast and ship stations | Calling and working (Professional Fishing vessels) ch70 | 156.525 | Allstations DSC distress, urgency, safety and routine alerting ch 67 156.375 _| All stations Distress, urgency and safety calling (supp. to Ch 16) ch16 | 156.800 | All stations International Radiotelephony distress, urgency, safety and calling channel h13 | 156.650 | Ship stations Intership Maritime Safety Information, May be used by Port Authorities for vessel harbour movements communications, ch 6 156.300 | Ship and aircraft Co-ordinated Search and Rescue (SAR). May be Used by Port Authorities for tug to ship berthing communicationsSILENCE PERIODS The international regulations no longer require silence periods to be observed on the distress and calling frequencies. Those vessels that come under the Safty of Life at Sea regulations maintain a continuous watch on VHF DSC and a listening watch on Channel 16, Whether or not you observe silence periods, t's important to remain tuned in to the distress channels on your marine radio, And remember — when making a radio call, lays listen frst. That way, you won't interfere with anyone else who may be transmitting. UNNECESSARY COMMUNICATIONS Transmissions should be as brief as possible, Non-essential remarks, bad language and unnecessary conversations should be avoided. It is an offence under the Radiocommunications Act 1992, to use a transmitter in a manner that may cause a reasonable person to feel threatened or harassed. TEST TRANSMISSIONS Test transmissions should be made on a working channel and kept toa minimum or avoided altogether on distress, urgency, or safety channels. f, after technical maintenance, or prior to departing port, itis necessary to test the radio equipment, approval from the nearest coast or limited coast station may be required. LOG KEEPING Operators should keep a record of all distress alerts and messages transmitted or received. Particulars should include the station or stations with which the messages were exchanged, the channels used and the date and times of the transmission and reception. Instead of an official log book, an exercise book could be drawn up. (See page 34). PHONETIC ALPHABET AND FIGURE CODE When experiencing difficulties withthe exchange of radio communications, e.g. language difficulties, it may be necessary to exchange communications by the use of the Phonetic Alohabet, especialy during distress communications situations. See page 40). CONTROL OF COMMUNICATIONS During routine communications from ship to shore and ship to ship the station being called ‘controls’ the ‘communication process. In order that communications may be conducted efficiently, and with the minimum of delay, instructions issued by coast or Limited Coast Stations should be followed without delay.REVISION QUESTIONS 1} [sa Racio Licence required forthe operation of Marine VHF transmitters? 2} Is aradio operators certticate required forthe operation of Marine VHF? 3) What part ofthe VHF radio wave is used for communications purposes? 4) Generally speaking, what range does the VHF have? Short, medium or long range? 5} Generally speaking, what determines the range of marine VHF? 6) Where would you mount the VHF antenna? 7} What isthe purpose of the ‘Squelch’ contro? 8} What channels are monitored with the ‘dual watch’ contro!’ activated? 9} What is the maximum transmitter power allowed for marine VHF? 10} What is the minimum power permitted for marine VHF sransmissions? 11} What marine VHF channel is dedicated for VHF DSC? 12} What marine VHF channel is reserved for the exchange of ship to ship marine safety information? 43} What marine VHF channel may be used for ship to aircraft coordinating search and rescue? 44} What marine VHF channel is reserved for ship to ship general communications? 15} What is the accepted minimum power setting for ‘transmitting on VHF Ch 16? 16} What isa marine VHF repeater station? 17} What is the purpose of a Limited Coast Racio Staton? 18} What services do Limited Coast Radio Stations provide? 19} What do you understand about station identification ding transmission? 20} Hour are radio transmissions identiied? 21.) Whose authorty isthe vessel's radio station placed under? 22} Whatis the order of priority of marine communications traffic? 23) What marine VHF channel is used for distress calling and messages? 24) What isthe supplementary channel for channel 167 25) What isthe SIMPLEX mode of transmission? 26} When would the DUPLEX mode of transmission be used? 27) What do you understand about confidentiality or secrecy of transmission? 28) What isa calling channel? 29) What is a working channe!? 30} What type of channel would a Maritime Safety Information message be broadcast on? 31} What marine VHF channel should listening watch be maintained on whilst at sea? 32} When are the Silence Periods on marine radiotelephony channels? 33} What information must be entered into the radio log book? 34} What is the correct phonetic spelling ofthe word “MAGNILOQUENT'? 35} Generally speaking, what type of station controls the communication process?CALLING PROCEDURES OUTINE CALLING PROCEDURES ROUTINE CALLING Before transmitting, the operatar should listen fora period long enough to be satisfied that harmful interference will not be caused to communications already in plac. Marine VHF Channels established for calling purposes are not to be used for the exchange of routine messages. When using radiotelephony channels in the VHF marine band and communications are good, the initial call would be as follows: * the name and/or other identiying information ofthe station being called, spoken once onl: «the viords THIS IS; * the name andor othar identifying information of the station calling, spoken twice; * the purpose of the cal; * the suggested working channel for the exchange of messages; followed by * the viord OVER, (The invitation to reply) AN EXAMPLE FOR A ROUTINE SHIP TO SHORE INITIAL CALL ON CHANNEL 16: Station called ---«.Goast Guard The words “ths is” THIS IS The station calling (<2) Cyclopse Cyclopse 5030001100 On Ch 16, Position report, suggest Channel 73 OVER REPLYING TO CALLS The coast station reply would be: AN EXAMPLE FOR A ROUTINE SHORE TO SHIP REPLY: Station called Cyclopse 503000100 The words ‘this is* THIS The station caling 2) : ..Coast Guard, . . Coast Guard Romeo change to Channel 73 OVER At this point both stations change to the suggested working VHF channel and the vessel initiates the call again, Transmission without station identification is forbidden. Once contact has been established, station identification may be shortened to just the station name’AN EXAMPLE FOR A ROUTINE SHIP TO SHORE INITIAL CALL ON THE AGREED WORKING CHANNEL: Station called seseresssseeeee 0008t Guat The words “this is” THSIS The station caling 2) Cyclopse Cyclopse 503000100 On Ch 73 How do you read me? (What is my readability?) OVER AN EXAMPLE FOR A ROUTINE SHORE TO SHIP REPLY : The words ‘this is" THSIS The station caling seceees se Coast Guard Readability loud and clear (lve by five) Go ahead with your position report OVER THE VESSEL CONTINUES: The words “ths is” THSIS The station caling Cyclopse Sending Position Position report Cyclopse 503000100 anchored in postion etc, No further traffic OVER ‘The coast station receives and acknowledges the position report THE COAST STATION ACKNOWLEDGES RECEIPT OF THE MESSAGE: The words “this is” THSIS The station caling seseeeeeeeseeeeC0aSt Guard Acknowledgement Romeo, your position report received, no traffic for your vessel, returning to Channel 16 and standing by, Coast Guard OUT (indicating the end of communications between the two stations) AA this point both stations return to monitoring Channel 16. REPEATING CALLS If no immediate reply is received to the initial call, wait two minutes and repeat the call. After two calls, wait a further three minutes before caling again. At this point it may be necessary to call another station orto consider whether the required station is in range, Restrictions with regard to repettion of calls do not apply to cistress or urgeney cals DIFFICULTIES IN ESTABLISHING CONTACT WITH OTHER STATIONS ‘When a station receives a call and is not certain for whom the call was intended, it should not reply. Instead it should wait for a repetition cf the call. When a station receives acall which is intended fort, but is uncertain ofthe caller, then the called station may reply requesting the identity of the caling station, ME COLLEGERESPONSIBILITY State and Territory police forces, using the resources of racognised volunteer marine rescue organisations, as well as their own Water Police, co-ordinate most inshore boating emergencies. AUTHORITY TO TRANSMIT A DISTRESS CALL AND MESSAGE A distress priority message may only be sent on the authority of the master, skipper, or the person responsible for the safely ofthe vessel CHANNEL FOR DISTRESS Channel 16 isthe International Marine VHF channel for radiotelephory distress communication. In Australian waters, \VHF Channel 67 is of supplementary channel to Channel 16. DISTRESS ALERT If the equipment i installed onboard, priority should be given to transmitting a DSC Distress Alert on VHF Ch 70 followed by the distress call and message by voice on VHF Ch 16 THE DISTRESS SIGNAL The distress signal is the word MAYDAY. The transmission of the distress signal indicates that the vessel, or persons onboard that vessel, are in GRAVE AND IMMINENT DANGER and require immediate assistance, THE DISTRESS CALL The distress call and message is broadcast to ALL STATIONS, in the SIMPLEX mode of transmission. The radiotelephony distress call consists of: « the distress signal MAYDAY, spoken three times: * the words THIS IS; * the name and any other identity ofthe vessel in distress, spoken three times, THE DISTRESS MESSAGE The radiotelephony distress message consists of: * the distress signal MAYDAY, * the name and any other identity ofthe vessel in distress; * particulars of its position; * the nature of the cistress, the kind of assistance desired: * any other information which may facilitate resoue; followed by «the word OVER, the invitation to respond The distress call and message may be repeated as often as necessary until an answer is received. if no answer is received on distress channels, the message should be repeated on any other avallable channel where attention might be attracted, e.g. a relevant VHF marine repeater channelEXAMPLE OF A COMPLETE DISTRESS CALL AND MESSAGE: The VHF DSC Distress Alert, facility fited, followed by: DISTRESS CALL Distress signal (x3) MAYDAY, MAYDAY, MAYDAY Words “this Is” THS |S Station calling (:3) SCAMP SCAMP SCAMP 503000123 (For vessels equipped only with VHF, a ship station licence is not required and therefore a radio callsign will not have been allocated). DISTRESS MESSAGE Distress signal MAYDAY Name/MMSI SCAMP 503000123 Position 50 NAUTICAL MILES DUE EAST FROM POINT DANGER Nature of distress SINKING AFTER STRIKING SUBMERGED OBJECT. Other information ESTIMATE FURTHER 15 MINUTES AFLOAT. 20 METRE MOTOR CRUISER RED HULL (time permits WHITE SUPERSTRUCTURE 4 PERSONS ONBOARD EPIRB ACTIVATED OVER DISTRESS POSITION INFORMATION Preference should be given to indicating the position by latitude andl longitude (degrees and minutes and decimal points of a minute if necessary, North or South, East or West; or true bearing and distance (the unit of distance should always be spectied, for example, nautical miles or Kilometres) from a knowin geographical point (for example 045 degrees true from Point Danger, 24 nautica! miles); ora precise geographical location (fr example, in the case of a vessel running aground). Where latitude and longitude are not used, care must be taken to ensure that the position given cannot be confused with any other place or geographical point. f afloat and drifting, the rate and direction of drift could be stated in the distress message. DISTRESS TRAFFIC All communications relating to the immediate assistance required by the vessel in distress, including search and rescue communications and on-scene, should use the distress signal MAYDAY to precede each call and message. ACCEPTANCE OF DISTRESS CALLS AND MESSAGES ‘The obligation to accept distress calls is absolute and they must be given priority aver all other communications. AUTHORITY TO TRANSMIT A DISTRESS ACKNOWLEDGEMENT A distress acknowledgement may only be sent on the authority of the master, skipper, or the person responsible for the safety of the vessel OBLIGATION TO ACKNOWLEDGE RECEIPT OF A DISTRESS MESSAGE Ship stations that receive a distress message from another vessel which is, beyond any possible douba, in their vicinity, should immediately acknowledge receipt. However, in areas where reliable communications with a coast station is practicable, ship stations should defer this acknowledgment fora short interval to allow the coast station to acknowledge receipt.Ship stations which receive a distress message from anther vessel which, beyond any possible doubt, isnot in thelr vicinity should defer their acknowledgment to allow vessels nearer to the distressed vessel to acknowledge without interference. Ship stations which receive a distress message from another vessel which, beyond any possible doubt, isa long cistance away, need not acknowledge receipt unless this distress message has not been acknowledged by any other station. When a ship station hears a distress message which has not been acknowledged by other stations, but isnot itself in 2 position to provide assistance, it should acknowledge the call and then take steps to attract the attention of a coast station or vessels which might be able to assist. ACKNOWLEDGMENT OF RECEIPT OF A DISTRESS MESSAGE Acknowledgment of receipt of a distress message by a vessel or coast station should be made inthe following way: * the distress signal MAYDAY: * the name and any other identity ofthe station sending the distress message, spoken three times * the words THIS Is «the name and any other identity ofthe station acknowledging receipt, spoken three times; * the word RECEIVED; * the distress signal MAYDAY. + OVER EXAMPLE OF AN ACKNOWLEDGMENT OR RECEIPT OF A DISTRESS MESSAGE BY A SHIP STATION DISTRESS TRAFFIC MAYDAY Distress vessel (3) The words ‘this is" THS |S Station calling (x3) “ THEACKNOWLEDGEMENT RECEIVED MAYDAY OVER ‘As soon as possibie after this acknowledgment a ship station should transmit the following information: * its position * the speed at which itis proceeding; and * the approximate time it will take to reach the distress scene. CONTROL OF DISTRESS TRAFFIC The control of distress traffic is the responsibility of the vessel in distress. However, this station may delegate the control of distress traffic to another vessel, or coast station.The ship in distress or the station in control of distress traffic may impose silence on any or all stations interfering with distress trafic by sending the instruction SEELONCE MAYDAY, This instruction must not be used by any station othe than the ship in distress, or the station controlling distress traffic. EXAMPLE OF A MESSAGE BY THE DISTRESS VESSEL OR THE CONTROL STATION IMPOSING SILENCE: DISTRESS TRAFFIC: MAYDAY Addressed to: (x3) | stations, all stations, all stations The words “this is” THIS IS Station calling (x3) (Name of station in control of distress traffic) ‘The signal: ‘SEELONCE MAYDAY Any station which has knowledge of distress traffic and cannot provide assistance should continue to monitor the traffic Until such time that itis obvious assistance is being provided. Any station which is aware of distress traffic, and is not taking part in it, is forbidden to transmit on any channel which is being used for that traffic. Ship stations not involved inthe exchange of distress traffic may, while continuing to monitor the situation, resume rire radio service when cistress traffic is well established and on the conditions that distress trafic channels are not used and no interference is caused to distress traffic. RESUMPTION OF NORMAL WORKING \When distress traffic has ceased on a channel that has been used for distress traffic, the station that has been controling that trafic should transmit a message addressed to all stations indicating that normal working may be resummed, The message announcing resumption of normal working should take the following form: « the cistress signal MAYDAY; * the call ALL STATIONS, spoken three times. * the words THIS IS; * the name and any other identity ofthe station sending the message; * the time the message originated; * the name and any other identity of the vessel which was in distress * the viords SEELONCE FEENEE. RITIME COLLEGEEXAMPLE OF THE DISTRESS VESSEL OR THE CONTROL STATION ADVISING RESUMPTION OF NORMAL WORKING ON THE DISTRESS CHANNEL: DISTRESS TRAFFIC: MAYDAY Addressed to: (3) All stations, all stations all stations The words ‘this is" THSIS The station caling (3) (Name of caling station) Time of the message seen GMT? The identity ofthe Distress vessel: (Name of distress vesse) The signal SEELONCE FEENEE “Greenwich Mean Time (GMM), or may be in local time. TRANSMISSION OF A DISTRESS MESSAGE BY A STATION NOT ITSELF IN DISTRESS Aship or coast station which learns of a vessel in distress may transmit a distress message on behalf of that vessel ‘when: the distress vessel cannot transmit a distress message; or « although not in a position to assist, a vessel in the vicinity has not heard an acknowledgement; or * the master, skipper, or the person responsible for distress communications, a maritime communication station or a limited coast station considers that further assistance is necessary. EXAMPLE OF A DISTRESS MESSAGE RECEIVED AND THEN RELAYED BY ANOTHER STATION VHF DSC DISTRESS RELAY ALERT followed by spoken message. MAYDAY RELAY CALL (X3): MAYDAY RELAY, MAYDAY RELAY, MAYDAY RELAY The words “this is” THS IS Station calling 63) (Namne of relay station) ..... sn ‘THE MAYDAY MESSAGE: (Repeat of original Mayday message) ...... OVER EXAMPLE OF A DISTRESS MESSAGE CREATED AND BROADCAST BY A STATION ON BEHALF OF A SHIP STATION VHF DSC DISTRESS RELAY ALERT followed by spoken message. MAYDAY RELAY SIGNAL (x3): MAYDAY RELAY, MAYDAY RELAY, MAYDAY RELAY The words “this is* THIS IS Calling Station (3) (Name of Coast Station) THE MAYDAY RELAY MESSAGE: MAYDAY RELAY, name of vessel in distress, position, nature of distress and any other information (persons onboard) OVERTHE URGENCY SIGNAL The urgency signal consists of the words PAN PAN, and indicates that the caller has an urgent message to transmit concerning the safety of the vessel, alrcrat or person. It has priority aver all other communications except distress. The urgency signal may be used to precede a message concerning a man overboard where urgent assistance is required to locate that person. The urgency message may only be sent on the authority of the master, skipper or person responsible for the safety of the vessel. The urgency message may be broadcast to all stations on the distress, urgency or safety ciannel (Ch16) or to an individual station on a working channel after the announcement on Ch16. A lengthy urgency message requesting medical advice or assistance, or repetition of a message relating to a vessel verde vould also be transmitted on a working channel, The caller may request an acknowledgement forthe reception of such a message EXAMPLE OF THE BROADCAST OF AN URGENCY CALL: Urgency signal 3) PAN PAN, PAN PAN, PAN PAN Addressed to: x3) seocrecbercers Coast Guard The words “this is" THSIS The station caling 3) (Name of calling station) Urgency message Request urgent medical assistance, crew memiber sustained a broken leg, suagest change to channel 67 OVER EXAMPLE OF THE BROADCAST OF AN URGENCY CALL: Urgency signal 3) PAN PAN, PAN PAN, PAN PAN Addressed to: 3) Al stations, all stations, al stations The words “this is" THS IS The station caling 3) (Name of calling station) Urgency message Ih posttion sess .. broken rudder, no steerage request tow to shore OVER The urgeney situation should be cancelled by the station of origin once the urgency situation is finalisedTHE SAFETY SIGNAL The safety signal consist of the word SECURITE (pronounced SAY-CURE-E-TAY), and indicates that the calle is about to broadcast a message conceming an important navigational or weather waming. thas priority over all other messages except distress or urgency messages. The safely waming is announced on the distress, urgency or safety channel (Ch 16) with the safety message being broadcast on a working channel. An acknowledgement is not require. EXAMPLE OF THE BROADCAST OF A SAFETY CALL FROM A VESSEL: Safety signal x3) SECURITE, SECURITE, SECURITE Addressed to: 63) All stations, all stations, all stations The words “this is* THSIS The station caling (3) (Name of calling station) Safety alert Navigation warning listen on Channel 13, EXAMPLE OF THE BROADCAST OF A SAFETY CALL FROM A COAST STATION: Safety signal (3) SECURITE, SECURITE, SECURITE Addressed to: 6) All stations, all stations, all stations The words “this is” THISIS The station caling (x3) (Name of calling station) Safety alert Navigation warning listen on Channel 67REVISION QUESTIONS 36) What marine VHF channel may be used for routine or ship to ship general communications? 37} What should the caller do prior to transmission? 38} What should you do next if you are unsure of the identity ofthe calling station? 39} What should you do next if you are unsure of the identity ofthe station being called? 40} What does the word ‘ROMEO’ indicate during radio telephony communications? 41} What does the word ‘OVER’ indicate during radio telephony communications? 42) What does the word ‘OUT’ indicate during radio telephony communications? 43) What should you do next f your routine call has not been replied to? 44} What should you do nex it your distress call and message have not bean acknowledged? 45} To whom is a routine or general message adkiressed? 46 } What type of channel should be used for the exchange of routine or general messages? 47) What marine VHF channel is used for radiotelephony distress communications? 48} What is the radiotelephony distress signal? 491} What is the definition of the distress signal? 50} Whose authority is required before using the distress signal? 51} To whom is the distress broadcast addressed? 52} What transmission mode is used for a distress broadcast? 53) What is the sequence for a distress call? 54) What isthe first word ofa distress message? 55) What s the correct sequence fora clstress message? 56) What is your obligation with respect to accepting cistress trafic? 57} What should you do next on hearing, or receiving, @ distress alert? 58} Whose authority is required before acknowledging a distress alert? 59} What's the expression used to acknowledge a distress call and message by radiotelephone? 60 } What word is used to precede all radiotelephony distress traffic? 61 } What station controls radiotelephony distress traffic? 62} What expression may be used, by any station to impose silence on the distress channel? 63} What expression is used, by the station in control of cistress traffic, to advise that normal trafic may now continue on the distress channel? 64} What is the radiotelephony urgency priority signal? 65} What is the definition ofthe urgency priory signal? 66} What type of message is preceded by the urgency signal? 67} What channel is used for the transmission of an urgency message? 68} To whom is the urgency message addressed? 69} What is the radiotelephony safety signal? 70} What is the definition ofthe safety priority signal? 71} What type of message is preceded by the safety signal? 72} What channel is used for the transmission ofa safety message? 73} san acknowledgement expected for a safety broadcast?DIGITAL SELECTIVE CALLING (D GENERAL Digital Selective Calling (OSC) was first introduced to mariners with the commencement of the Global Maritime Distress and Safety System (GMDSS), primarily for vessels compulsorily equipped with marine radio communications equipment. Marine VHF DSC operates on Channel 70. The DSC alert is transmitted via the VHF unit on Channel 70, and is comparable to a telephone paging system. The DSC is designed, in many ways, to replicate what an operator may say when operating radiotelephony equipment. DSC is also designed to take the place of an operator continuously monitoring the International distress channel 16, However, ragulatory authorities have decided that operators of marine \HF should, wien at sea, continue to monitor Channel 16 indefinitely. DSC-CAPABLE EQUIPMENT \F transoeivrs with DSC facilites are available fo small vessels. Many marine VHF units have the DSC facility inbuilt wit the abity to interface a Global Poston System (GPS) recaler tothe DSC, in oder to ensure accurate and up to date position information tht wll be automaticaly included in a distress alert. OSC equipment may aso offer the operator the facilty to manualy update vessel poston information. STATION IDENTITY In order to use DSC techniques, the VHF DSC contrller Oo must be permanently programmed with a unique nine dit identification number know 2s a Maritime Mobile Service | Identity (MMS). The NIMSl is issued by AMSA upon request http://amsa.gov.au/mmsi/ sc = The fist three digits, known as the Martime Identity Digits (iD) of the MSI indicate the country of registry + 4 ‘i The MID for Australian vessels is 503 and is followed by six cigits uniquely identifying the vessel itself. Power Supaly Coast stations are identified by the fist two digits of the MMSI as two zeros, .e. DO, followed by the MID, followed by Fig, 3 - DSC Block diagram four digits identifying the station itsett: 00503: Other types of stations have been allocated prefixes for their MSI's, as shown in the table below: * Vessel SO3xonKx; * SAR Aircraft 11150330; and * Group O503xx0n, ‘Aids to Navigation 99503¥0«x. (Lightships etc) * Coast Station 00503xxx; TRANSMISSION OF A DSC ALERT The DSC transmission isa brief burst of cgital data, typically 0.5 seconds in duration on Channel 70. This channel is protected and should not be used for any other type of transmission, DSC is a semi-automated method of establishing the intial contact between stations. Once the intial contact has been made, subsequent radiotelephone communications should continue on any one of the marine VHF channels, depending on the priority of the service required.INFORMATION CONTAINED IN A DSC ALERT VHF marine radio equipment fitted with Digital Selective Calling may offer a single-button lstress facility and automated watch keeping, The DSC alert contains the folowing information as digitised data * the identity ofthe transmiting station (MMS); * the priority ofthe alert (distress, uraency, safety oF routine); and « stations being called (all stations or an individual station). DSC ALERT FORMATS The International DSC system provides for the folowing types of alerts: * Distress alerts — implicit addressed to Al Stations * Distress alert acknowledgement - normally transmitted by coast stations or limited coast stations only. May be sed by ship stations under specific circumstances. * Distress alert relay ~ normally transmitted by coast stations or limited coast stations only, May be used by ship stations under specific circumstances. * All stations — used to alert all stations that a distress, urgenoy or safety alert is about to follow. * Selective or single station — used to alert an individual station that an urgency, safety or routine alert isto follow. DSC DISTRESS ALERT PROCEDURES As with a radiotelephony distress call, the DSC distress alert may only be sent on the authority of the master, skipper or person responsible for the safety of the vessel. The DSC distress alert also indicates that the vessel or persons onboard that vessel is in grave and imminent danger and requests immediate assistance Ail stations receiving a DSC distress alert must immediately cease al transmissions capable of interfering with distress ‘communications. DISTRESS POSITION INFORMATION \With GPS interfacing, positon information will automatically be inserted into the distress alert and give an indication of when that positon was last updated Following the International ITU Racio Regulations: If the position is not updated within 23.5 hours, the section indicating Latitude will show five 9s and the section indicating Longitude will show five 9s. The section indicating the time of the positon will shaw four 8s. Some manufacturers wil insert a series of asterisks (* to replace the clgits of position and time information if the position has rot been updated. On vessels compulsory fitted with DSC it may be necessary to update the postion information no later than four hours, with a warning system to indicate thatthe position requires updating. Therefore the position and time at which it was last updated will always be indicated. DSC ALERT INFORMATION ADSC Alert may contain all or some of the following information as digitised data: * the identity ofthe calling station (MMS); « the siation being called (a specific station or all stations); «the priority of the alert - distress, urgency, safety or routing; and * the position ofthe calling station and an incication of when the position was last updated. TRANSMISSION OF A DSC DISTRESS ALERT Operators of VHF DSC may have the option to transmit the distrass alert by + a dedicated Distress alert button; * editing ofthe distress alert menu; or * selection of the aistress priority from a standard menu, if provided. Tiny eeeSome DSCs may offer the operator the option of selecting the distress priority from a transmission menu witha further option of editing the distress alert by selecting and transmitting the nature of the stress situation e.9. ‘on fire’, ‘collision’ or ‘abandoning ship’. However, the primary function ofa cistress alert is to advise all stations ofthe distress situation and the location of the distress vessel. REPETITION OF DISTRESS ALERTS The acknowledgement of a VHF distress alert should be anticipated from a coast or limited coast station, However if an acknowledgement is nat received for the DSC distress alert then it will automatically be repeated at approximately four minute intervals for five transmissions. ACKNOWLEDGEMENT OF A VHF DSC DISTRESS ALERT Ship stations receiving a distress alert from another vessel should take note ofthe contents and immediately listen on Channel 16 for any radiotelephony MAYDAY traffic that should follow, if a MAYDAY is received on VHF Channel 16 it should be acknowledged using the standard radiotelephony procedure. Once the DSC aistress acknowledgement is received the repeat DSC distress alert is cancelled An acknowledgement is nat required ifthe recelvng vessel is unable to assist. Ship stations receiving a DSC distress. alert from another vessel may acknowledge by DSC if: + mayday traffic has not been heard on Channel 16 within 5 minutes: * no other stations have been heard communicating with the vessel in distress; and * the DSC distress alert is repeated CANCELLATION OF AN INADVERTENT DSC DISTRESS ALERT In the event of an accidental transmission of a DSC distress alert, the transmitting station should immediately; © switch off the VHF transceiver (this will block any transmission repeats of the DSC alert which would continue until an acknowledgement is recelved); © switch on the VHF transceiver and select Channel 16; and then ® broadcast an ‘All stations’ call, indicating the vessel's name, MMSI, time of the accidental alert and an expression of cancellation of the distress alert. REVISION QUESTIONS 75} What information i incuded in allVHF DSC alerts? 83) What should you do next after receiving a VHF DSC 76} How is @ VHF DSC receiver controller identfied? distress alert? 77} What Australian organisation issues VHF DSC identity 84} How would you acknowledge a VHF DSC distress alert? numbers? £85} What information is included in all VHF DSC distress 78} What do the first three digits of a vessel's MIMS! alerts? indicate? £86} On raceiving a VHF DSC distress alert, should you 79} What type of station will be issued with an MMI acknowledge by DSC? commencing with 0? 87} What happens if'a DSC distress alert isnot 80} What type of station will be issued with an MMSI acknowledged immediately? commencing with 00? 88} To whom is a routine priority alert addressed? 81} What other navigational equipment is highiy £89 } What information is required in oder to transmit a recommended to be interfaced with the DSC unit? routine priority alert to another vessei? 82} What marine VHF channel is used for DSC alerting? 90 } What should the operator do next if a DSC distress alert has been accidentally transmitted?EMERGENCY POSITION INDICATING RADIO BEACONS; EPIRBS GENERAL EPIRBs are authorised under a class licence and as such do not require an individual radio communications licence. An EPIRB is described as a small, self-contained, battery-operated radio transmitter which is both watertight and buoyant, The signal from an EPIRB is a ship to shore distress alert. The essential purpose of an EPIRB is to assist in determining the geographic position of survivors in search and rescue operations. The EPIRB should not be considered as an alternative to an approved marine radio transceiver Operation of the EPIRB should be a simple two step action and, once switched on or activated, should not be switched cff until rescue has been completed. International Radio Regulations state that the EPIRB battery should be capable of supplying power to the EPIRB for a minimum of 48 hours. The EPIRB signal is designed to be received by the Cospas-Sarsat System satelites. The Cospas-Sarsat System provides distress alert and location information to search and rescue (SAR) services throughout the warld for maritime, ition and land users in distress, LOCAL USER TERMINALS Stations established on land for the purpose of receiving signals from the Cospas-Sarsat satelites are known as Local User Terminals (UTS). There are two LUTs in Australia, one located at Albany, in Western Australia, and another at Bundaberg, Queensland, both of which are linked to the Rescue Coordination Centre (RCC) Canberra. Another LUT located at Wellington, New Zealand, is also linked to RCC Canberra. TYPE OF EPIRB There is currently only one type of EPIRB available for use by al vessel. It operates on the UHF frequencies of 406.025 MHz or 406.037 MHz, itis commonly referred to as the 406 MHz EPIRB. IDENTIFICATION OF A 406 MHZ EPIRB Purchasers of a 406 MHz EPIRB are required to complete a registration form which is lodged with the Australian Maritime Safety Authority, Canberra, Each 406 MHz EPIRB has a unique identity code which is transmitted as part of its digitised signal and incicates its country of registration. RCCs around the world can therefore identify the vessel to Which an activated EPIRB belongs. THE COSPAS-SARSAT INTERNATIONAL SATELLITE SYSTEM The Cospas-Sarsat satellite system is an international consortium of The United States of America, Canada, France and Russia designed to locate an activated EPIRB operating on a 406 NIH2 frequency. The system uses four low earth orbiting satellites, LEOS, each making a complete low earth POLAR ORBIT at between 700 and 1000 km altitude, in approximately 100 minutes. At least one of these orbiting satelites is inline of sight of any point on the earth's surface at a maximum interval of three hours. Orbiting satellites in the Cospas-Sarsat system have a viewing range, or footprint, approximately 2000 km either side ofits track across the surface of the earth, The system also uses five satellites that are GEO STATIONARY, in fixed positions, some 36,000 km above the equator,ETHO THE 406 MHZ EPIRB The 406 MHz EPIRB transmits a short burst of digital data on the frequencies of 406.025 MHz, 406.028 MHz and 406.037 MHz. This burst of data is typically a 5 watt signal of 0.5 of a second duration every 50 seconds, The 406 MHz EPIRBs manufactured to Australian specifications also transmit con 121.5 MHz for aircraft homing purposes. Transmission on 121.5 MHz simultaneously radiates a continuous series of cstinctive descending tones which contain no station identification The 406 MHz EPIRB is therefore capable of being detected by’ * aircraft within range AND monitoring the civil aviation frequency of 121.5 MHz, and * satellites operating in the Cospas-Sarsat system. DETECTION BY SATELLITE Satellites monitoring 406.025 MHz can receive the digitised burst of data and relay the signal back to earth in the ‘real time’ mode, as long as the EPIRB and LUT are in the satelite footprint atthe same time. Because signals from a 406 MHz EPIRB are in a digitised form, they can also be stored in the satelite's memory. As the satelite's path brings it into view of an LUT, information, including time of first detection, is retrieved from the satelte's memory and relayed down to the LUT. This information is processed and passed to a rescue co-ordination centre, providing bath an alert and a position. This is said to be in the ‘Global’ mode. Position accuracy is better than 5 km (2.7 nautical miles). EPIRBs operating on 406.028 and 406.037 MHz operate in a similar manner to the 406.025 MHz EPIRB. However, the 406.028 and 406.037 MHz EPIRBs also have an inbuilt Global Position System (GPS) unit installed. Once activated, the GPS unit can receive position information from GPS satellites and within 5 minutes include that information in the burst of data that is received by the LUT, which is then relayed to the RCC. Position accuracy is within 150 metres of the activated EPIRB. OF DETECTION AND Lt TION — frequencies, When a searching radar is detected, the SART will lock onto that particular radar frequency and commence to transmit on the entire X band, thus enabling all vessels in the vicinity to receive an indication of the SART transmission. On detecting signals from distant radar equipment, an activated SART will generate a series of response signals of twelve blips which wil be displayed on the receiving radar screen, extending ina line, approx 5 to 8 nautical miles in length, outward from the SART postion, along ts line of bearing, This unique radar signal is easily recognised and the rescue vessel or alrcraft can ig, 5 - SART indication as seen on a locate the survivors, (See Fig. 5 & 6) marine radar on a bearing of 045°T. Radar Display set to North Up) An interrogated SART will provide proof to survivors that itis operating, by means of an audible and/or visible flashing light, LOCATION DISTANCES A SART should respond to a ship's of 15 metres at a distance of at Once locked on to a searching radar there will be a slight delay in the changeover trom the SART's standby or re mode to transmit mode. This slight delay may cause a small position error of up to 150 metres on the radar screen of the blip associated with the position of the SART. Subsequent radar will conti the actual location of the SART 24 MILE RANGE vessel the sART radar with a scanner height § nautical miles. Fig. 6- Image on the radar once the vessel has altered course to head towards the SART position