if no DSC distress acknowledgment is received from a coast station within 3 min, and no distress communication is observed going on between a coast station and the ship in distress:

• transmit a DSC distress relay alert,

• inform a Rescue Coordination Center via appropriate radiocommunications means.

Transmission of DSC distress relay alert

In case it is considered appropriate to transmit a DSC distress relay alert:

8. considering the actual situation, decide in which frequency bands (MF, VHF, HF) DSC distress relay alert(s) should be transmitted, taking into account ship-to-ship alerting (MF, VHF) and ship-to-shore alerting;

9. tune the transmitter(s) to the relevant DSC distress channel, following the procedures described above;

10. follow the instructions for keying in or selection of call format and relevant information on the DSC equipment keyboard as described earlier;

11. transmit the DSC distress relay alert.

Acknowledgment of a HF DSC distress relay alert received from a coast station

Ships receiving a DSC distress relay alert from a coast station on HF, addressed to all ships within a specified area, should NOT acknowledge the receipt of the relay alert by DSC, but by radiotelephony on the telephony distress traffic channel in the same band(s) in which the DSC distress relay alert was received.

Urgency

Transmission of urgency messages on HF should normally be addressed:

• either to all ships within a specified geographical area,

• or to a specific coast station.

Announcement of the urgency message is carried out by transmission of a DSC call with category urgency on the appropriate DSC distress channel.

The transmission of the urgency message itself on HF is carried out by radiotelephony or radiotelex on the appropriate distress traffic channel in the same band in which the DSC announcement was transmitted.

Transmission of DSC announcement of an urgency message on HF

1. choose the HF band considered to be the most appropriate, taking into account propagation characteristics for HF radio waves at the actual season and time of the day; the 8 MHZ band may in many cases be an appropriate first choice;

2. tune the HF transmitter to the DSC distress channel in the chosen HF band;

3. key in or select call format for either geographical area call or individual call on the DSC equipment, as appropriate;

4. in case of area call, key in specification of the relevant geographical area;

5. follow the instructions for keying in or selection of relevant information on the DSC equipment keyboard as described earlier, including type of communication in which the urgency message will be transmitted (radiotelephony or radiotelex);

6. transmit the DSC call; and

7. if the DSC call is addressed to a specific coast station, wait for DSC acknowledgment from the coast station. If acknowledgment is not received within a few minutes, repeat the DSC call on another HF frequency deemed appropriate.

Transmission of the urgency message and subsequent action

8. tune the HF transmitter to the distress traffic channel (telephony or telex) indicated in the DSC announcement;

9. if the urgency message is to be transmitted using radiotelephony, follow the procedure described in § 2. 1;

10. if the urgency message is to be transmitted by radiotelex, the following procedure shall be used:

11. use the forward error correcting (FEC) mode unless the message is addressed to a single station whose radiotelex identity number is known;

12. commence the telex message by:

    • at least one carriage return, line feed, one letter shift,

    • the urgency signal "PAN PAN",

    • "this is",

    • the 9-digit identity of the ship and the call sign or other identification of the ship,

    • the text of the urgency message.

Announcement and transmission of urgency messages addressed to all HF equipped ships within a specified area may be repeated on a number of HF bands as deemed appropriate in the actual situation.

Reception of an urgency message

Ships receiving a DSC urgency call announcing an urgency message shall NOT acknowledge the receipt of the DSC call, but should tune the radiocommunication receiver to the frequency and communication mode indicated in the DSC call for receiving the message.

Safety

The procedures for transmission of DSC safety announcement and for transmission of the safety message are the same as for urgency messages, described for Urgency, except that:

• in the DSC announcement, the category SAFETY shall be used,

• in the safety message, the safety signal "SECURITE" shall be used instead of the urgency signal "PAN PAN".

Public correspondence on hf

The procedures for DSC communication for public correspondence on HF are the same as for MF.

Propagation characteristics should be taken into account when making DSC communication on HF.

International and national HF DSC channels different from those used for DSC for distress and safety purposes are used for DSC for public correspondence.

Ships calling a HF coast station by DSC for public correspondence should preferably use the coast station's national DSC calling channel.

Testing the equipment used for distress and safety on HF

The procedure for testing the ship's equipment used for DSC distress, urgency and safety calls on HF by transmitting DSC test calls on HF DSC distress channels is the same as for testing on the MF DSC distress frequency 2187.5 Hz.

4.

Maritime Mobile Service Identity (MMSI)

The International Telecommunications Union

The International Telecommunications Union in Geneva, Switzerland, oversees the use and assignment of maritime mobile service identities. The information contained here is incomplete, adapted from regulations and recommendations of the ITU, and practices within the United States. For complete information, we recommend you obtain the relevant information directly from the ITU.

What MMSIs are

(Adapted from Appendix 43 of the International Telecommunications Union Radio Regulations)

Maritime Mobile Service Identities are formed of a series of nine digits which are transmitted over the radio path in order to uniquely identify ship stations, ship earth stations, coast stations, coast earth stations, and group calls. These identities are formed in such a way that the identity or part thereof can be used by telephone and telex subscribers connected to the general telecommunications network principally to call ships automatically.

There are four kinds of maritime mobile service identities:

• Ship station identities,

• Group ship station identities,

• Coast station identities,

• Group coast station identities.

The First Digit of an mmsi

The first digit or two of an MMSI means something, and from it you can tell something about the identity:

First digit(s) Meaning

0X Ship Group identity

00 Coast station, or Group of Coast Stations

1 Not used (the seven digit identity begining with "1"

is used by Inmarsat A)

2 These are valid MMSI's used by individual ships

. "

. "

7 "

8 Assigned for Regional Use

9 Assigned for National Use

Maritime Identification Digits (mid)

A single MID has been allocated to each country. A second MID can be assigned once the MID first or subsequently allocated is more than 80% exhausted and the rate of assignments is such that 90% exhaustion is foreseen. A listing of MIDs assigned to each country is provided in table 1 to Appendix 43 of the ITU Radio Regulations.

A MID always starts with a digit from 2 to 7.

Ship Station Identities

The 9-digit code constituting a ship station identity is formed as follows:

MIDXXXXXX

wherein MID represent the Maritime Identification Digits and X is any figure from 0 to 9.

If the ship is fitted with an Inmarsat B, C or M ship earth station, or it is expected to be so equipped in the foreseeable future, then the identity should have three trailing zeros:

MIDXXX000

If the ship is fitted with an Inmarsat C ship earth station, or it is expected to be so equipped in the foreseeable future, then the identity could have one trailing zeros:

MIDXXXXX0

If the ship is fitted with an Inmarsat A ship earth station, or has satellite equipment other than Inmarsat, then the identity needs no trailing zero.

Group Ship Station Call Identities

Group ship station call identities for calling simultaneously more than one ship are formed as follows:

0MIDXXXXX

where the first figure is zero and X is any figure from 0 to 9. The particular MID represents only the country assigning the group ship station call identity and so does not prevent group calls to fleets containing more than one ship nationality.

Coast Station Identities

Coast station identities are formed as follows:

00MIDXXXX

where the first two figures are zeros and X is any figure from 0 to 9. The MID reflects the country in which the coast station or coast earth station is located.

Group Coast Station Call Identities

Group coast station call identities for calling simultaneously more than one coast station are formed as a subset of coast station identities, as follows:

00MIDXXXX

where the first two figures are zeros and X is any figure from 0 to 9.

5.

Iamsar Manual: (extract from: http://rofficer.Narod.Ru/docs/iamsar_c.Htm )

Communications

2.1 Distress Communications

2.27 Sar Operations Messages

2.27.1 SAR operations messages include situation reports (SITREPs), search action messages, rescue action messages, "all ships" broadcasts, aircraft alerting messages, and other SAR messages. These messages should be unclassified, in plain language, and require no key to interpret. RCCs should establish a standard sample message file, or computer templates and programs, to aid in quickly drafting and releasing the types of messages used regularly.

RCC-RCC Distress Alert Information Formats

2.27.2 When an RCC must pass distress alert information to another RCC, there is need for consistency of formats and styles, for all essential information to be provided, and for the information to be easily and clearly understandable. Model formats provided in Appendix B have been developed for relay of Inmarsat-C, Inmarsat-E, and DSC distress alerts between RCCs.

RCC Cospas-Sarsat Message Formats

2.27.3 Standard formats have been developed for RCCs to use in communicating with any MCC of the Cospas- Sarsat system when necessary, and for the transfer of information from the MCC to the RCC. Appendix B contains sample formats for these messages.

2.27.4 Whenever new communications sy§tems are being developed, or the alert messages of existing systems are being modifiedf the closer the messages can be made 10 conform to this standard, the better they will serve the SAR system.

Situation Report

2.27.5 The OSC uses a situation report (SITREP) to keep the SMC informed of on-scene mission progress and conditions, and normally addresses SITREPs only to the SMC unless otherwise directed. The SMC uses SITREPs to keep superiors, other RCCs and RSCs, and any other interested agencies informed of mission progress. For cases where pollution or threat of pollution exists as the result of the casualty, the appropriate agency tasked with environmental protection should be an information addressee on all SITREPs.

2.27.6 Often a short SITREP is used to provide the earliest notice of a casualty or to pass urgent details when using the SITREP to request assistance. A full SITREP is used to pass amplifying information during SAR operations, or to inform SAR authorities of the home State of the craft in distress.

2.27.7 Initial SITREPs should be transmitted as soon as details of an incident become clear enough to indicate SAR system involvement, and should not be delayed unnecessarily for confirmation of all details. Further SITREPs should be issued as soon as other relevant information is obtained. Information already passed should not be repeated. During prolonged operations, "no change" SITREPs should be issued at intervals of about three hours to reassure recipients that nothing has been missed. When the incident is concluded, a final SITREP should be issued as confirmation.

2.27.8 While SITREP format is usually established by agency directives, the standard format shown in Appendix I should be used along with standard codes as necessary for international communications between RCCs. Each SITREP concerning the same casualty should be numbered sequentially.

2.27.9 Regardless of format, SITREPs usually provide the following information:

Identification: usually in the subject line,

the SITREP number,

identification of the craft, and

one-or two-word description of the emergency.

The perceived phase of the emergency should be indicated. SITREPs should be numbered sequentially throughout the case. When an OSC is relieved on-scene, the new OSC should continue the SITREP numbering sequence.

(b) Situation: a description of the case, the conditions that affect the case, and any amplifying information that will clarify the problem. After the first SITREP, only changes to the original reported situation need be included.

(c) Action taken: a report of all action taken since the last report, including results of such action. When an unsuccessful search has been conducted, the report includes the areas searched, a measure of effort such as sorties flown or hours searched, and the coverage factor.

(d) Future plans: a description of actions planned for future execution, including any recommendations and, if necessary, a request for additional assistance. Status of case: this is used only on the final SITREP to indicate that the case is closed or that search is suspended pending further! developments.

2.27.10 The SMC should develop a search action plan and a rescue action plan as appropriate. In some situations these plans may be combined into one message.

Search Action Message

2.27.11 After a search action plan is developed as discussed in section 5.13, it is provided to the OSC and SAR facilities on-scene in a search action message. Potential parts of the message are given below. Appendix L contains an example.

2.27.12 The message should include a summary of the on-scene situation, including the nature of the emergency, the last known position, search target description, types of detection aids and survival equipment which survivors may have, present and forecast weather, and SAR facilities on-scene.

2.27.13 The message should include a listing of the search area(s) and sub-areas that can be searched by the SAR facilities in the allotted time.

2.27.14 The message should assign primary and secondary control channels, on-scene, monitor and press channels, and special radio procedures, schedules, or relevant communication factors.

2.27.15 It is better to release the message early. If a "first light" search is being planned, parent agencies providing SAR facilities should typically receive the message at least six hours before departure time. The message can always be expanded or amended later.

2.27.16 The message normally includes six parts:

1. Situation: includes a brief description of the incident, position, and time; number of persons on board (POBs); primary and secondary search targets, including the amount and types of survival equipment; weather forecast and period of forecast; and SAR facilities on-scene.

2. Search area(s): presented in column format with headings for area, size, corner points, other essential data.

3. Execution: presented in column format with headings for area, SAR facility, parent agency, pattern, creep direction, commence search points, and altitude.

4. Co-ordination: designates the SMC and OSC; SAR facilities on-scene times; track spacings and coverage factors desired; OSC instructions, e.g., on use of datum marker buoys; airspace reservations; temporary sea exclusion zones; aircraft safety instructions; SAR facility change of operational control information if pertinent; parent agency relief instructions; and authorisations for non-SAR aircraft in the area;

5. Communications: prescribes control channels; on-scene channels; monitor channels; SAR vessel electronic identification; and press channels.

6. Reports: requirements for 05C reports of on-scene weather, progress and

other SITREP information; and for parent agencies to provide at the end of daily operations, e.g., sorties, hours flown, area(s) searched, and coverage factor(s).

Rescue Action Message

2.27.17 In conjunction with the search action plan, the SMC may then develop a rescue action plan. It is provided to the OSC and SAR facilities on-scene fn a rescue action message. Potential parts of the message, similar to those for a search action message, are noted below.

(a) Situation: includes a brief description of the incident; number of persons requiring rescue; extent of injuries; amount and type of survival) equipment; weather forecast and period for forecast; and SAR facilities on-scene.

(b) Rescue area: describes the position of the incident by proper name of the area and latitude and longitude, or by bearing from a known geographical point; and access routes to be followed by SAR facilities.

(c) Execution: gives SAR facilities assigned, including facility call sign and parent agencies providing the SAR facilities; rescue method to be attempted; aerial delivery of supplies or other supporting equipment to SAR facilities and SMC supportive arrangements.

(d) Co-ordination: designates the SMC and OSC; on-scene rendezvous time for SAR facilities; SAR facility change of operational control instructions; parent agency relief instructions; temporary flight restrictions; and authorisation for non-SAR aircraft in the area.

(e) Communications: prescribes control and on-scene channels; call signs of aircraft assigned high- altitude communications relay duties; and any other relevant communications information.

(f) Reports: discusses required OSC to SMC reports and parent activity reports.

2.27.18 The example search action message in Appendix L also generally shows how the rescue action message should be formatted for the information just discussed.

Communication Searches

2.27.19 SMCs conduct communication searches when facts are needed to supplement initially reported information. Efforts are continued to contact the craft, to find out more about a possible distress situation, and to prepare for or to avoid a search effort; Section 3.5 has more information on communication searches.

MEDICO Communications

2.27.20 The ITU List of Radiodetermination and Special Service Stations lists commercial and Government radio stations that provide free medical message service, to ships. These messages should be prefixed with "DH MEDICO!' These messages are normally delivered to RCCs, hospitals or other facilities with which the communications facility has made prior arrangements.

2.27.21 Since SAR services include provision of medical advice and medical evacuations, and since relayed requests for medical advice is an indicator of potential need for a medical evacuation, SAR services and communications facilities used for SAR should support and monitor such communications and offer these services free of charge.

2.27.22 SAR services may provide medical advice either with its own doctors or via arrangements with doctors outside the SAR organisation. (Such doctors should be trained regarding the inherent risks associated with medical emergencies at sea and with medical evacuations, so that these factors can be taken into account in recommendations for treatment or evacuation. However, the final decision about whether it is safe to conduct an evacuation rests with the person in command of the rescue facility tasked with conducting the evacuation.)

2.27.23 There are several enterprises in some States which provide subscription and pay-per-use medical advice to vessels at sea. However, perhaps the best known medical advisory service is Centro Internazionale Radio- Medico (CIRM) in Rome, Italy.

6.

COMSAR\CIRC\21

I:\COMSAR\CIRC\21.doc

International maritime organization

4 ALBERT EMBANKMENT

LONDON SE1 7SR

Telephone: 0171-735 7611

Fax: 0171-587 3210

Telex: 23588 IMOLDN G IMO

E

Ref. T2/6.06 COMSAR/Circ.21

25 January 2000

PROCEDURE FOR RESPONDING TO DSC DISTRESS ALERTS BY SHIPS

1 Introduction

The Sub-Committee on Radiocommunications and Search and Rescue (COMSAR), at its

fourth session (12 to 16 July 1999), decided that digital selective calling (DSC) relays of distress

alerts on all shipborne DSC equipment should be reduced and prepared a procedure for responding

to VHF, VHF/MF and HF distress alerts, given in annexes 1, 2 and 3, recommending that it be

displayed on the ship's bridge as A4 size posters. It also prepared the following guidance.

2 Distress relays

2.1 Radio personnel serving on ships should be made aware of the consequences of transmitting

a distress relay call and of routeing a DSC distress relay alert to other than coast stations (CS).

2.2 The number of unintended activations of DSC distress alerts and DSC distress relay alerts

creates extra work load and confusion to (M)RCCs and also causing delay in the response-time.

The original distress alert from a ship in distress should not be disrupted by other ships, by transmitting a DSC distress relay alert.

2.3 Recommendation ITU-R M.541-8 on Operational procedures for the use of DSC equipment

in the Maritime Mobile Service identifies only two situations in which a ship would transmit a

distress relay call (distress relay alert):

.1 on receiving a distress alert on a HF channel, which is not acknowledged by a coast

station within 5 minutes. The distress relay call should be addressed to the

appropriate coast station (Annex 1, paragraph 3.4.2 and Annex 3, paragraph 6.1.4);

and

.2 on knowing that another ship in distress is not itself able to transmit the distress alert

and the Master of the ship considers that further help is necessary. The distress relay

call should be addressed to "all ships" or to the appropriate coast station (Annex 3,

paragraph 1.4).

2.4 In no case is a ship permitted to transmit a DSC distress relay call on receipt of a DSC

distress alert on either VHF or MF channels.

2.5 Distress relay calls on HF channels should be initiated manually.

2.6 Compliance with operational and technical provisions above would prevent transmission of

inappropriate distress relay calls.

3 All coast stations call

3.1 Recommendation ITU-R M.493-9 on DSC systems for use in the Maritime Mobile Service

provides for "group calls" an address consisting of the characters corresponding to the station's

Maritime Mobile Service identity (MMSI) and a number of administrations have already assigned

a "group call" MMSI to their coast stations in addition to the coast stations individual MMSI.

3.2 By multilateral agreements, a "group call" MMSI could be assigned to all coast stations of

a specific region, e.g., an RCC area and could comply with IMO's requirement without need of

introducing further modifications to GMDSS equipment.

3.3 An alternative method to implement an "all coast stations" call without the need to modify

Recommendation ITU-R M.493-9 could be to define one MMSI world-wide as an address for all

coast stations, in accordance with Nos. S19.100 to S19.126 of the ITU Radio Regulations. However, this solution would also require a modification of the setup at each coast station participating in the GMDSS.

4 Authorization

It should be noted that on ships, distress alerts, distress acknowledgements and distress relay

calls can only be transmitted with permission of the Master of the ship.

5 Flow diagrams

5.1 The simplified flow diagrams* given in annexes 1, 2 and 3 describe actions to be taken

aboard ships upon receipt of distress alerts from other ships. Administrations should give wide

distribution of these flow diagrams to ships and training institutions.

5.2 Member Governments are invited to bring the above guidance and the annexed flow diagrams

to the attention of their shipowners, seafarers, coast stations, RCCs and all others concerned.

* Elements of flow diagrams are shadowed in different shades meaning different colours if printed on a colour printer.

ACTIONS BY SHIPS UPON RECEPTION OF VHF DSC DISTRESS ALERT

REMARKS:

Note1 : Appropriate or relevant RCC and/or Coast Station shall be informed accordingly. If further DSC alerts are received from the same source and the ship in distress is beyond doubt in the vicinity, a DSC acknowledgement may, after consultation with an RCC or Coast Station, be sent to terminate the call.

Note 2: In no case is a ship permitted to transmit a DSC distress relay call on receipt of a DSC distress alert on VHF channel 70.

CS = Coast Station RCC = Rescue Co-ordination Center

LISTEN ON VHF CH 16 FOR 5 MIN RESET SYSTEM INFORM CS ANDOR RCC.

IS THE ALERTACKNOWLEDGEDBY CS ANDOR RCC?

IS DISTRESS TRAFFIC IN PROGRESS?

IS THE DSC DISTRESS CALL CONTINUING?

IS OWN VESSEL ABLE TO ASSIST?

ACKNOWLEDGE THE ALERT BY RADIOTELEPHONY TO THE SHIP IN DISTRESS ON VHF CH 16

ENTER DETAILS IN LOG: DSC DISTRESS ALERT IS RECEIVED

ACTIONS BY SHIPS UPON RECEPTION OF VHF / MF DSC DISTRESS ALERT

REMARKS:

Note1 : Appropriate or relevant RCC and/or Coast Station shall be informed accordingly. If further DSC alerts are received from the same source and the

ship in distress is beyond doubt in the vicinity, a DSC acknowledgement may, after consultation with an RCC or Coast Station, be sent to

terminate the call.

Note 2 : In no case is a ship permitted to transmit a DSC distress delay call on receipt of a DSC distress alert on either VHF or MF channels.

CS = Coast Station RCC = Rescue Co-ordination Center

LISTEN ON VHF CH 16 / 2182 kHz FOR 5 MIN

RESET SYSTEM, INFORM CS AND OR RCC

IS THE ALERT ACKNOWLEDGED BY CS AND OR RCC?

IS DISTRESS TRAFFIC IN PROGRESS?

IS THE DSC DISTRESS CALL CONTINUING?

IS OWN VESSEL ABLE TO ASSIST?

ACKNOWLEDGE THE ALERT BY RADIOTELEPHONY TO THE SHIP IN DISTRESS

ON VHF CH 16 / 2182 kHz

ENTER DETAILS IN LOG: DSC DISTRESS ALERT IS RECEIVED

ACTIONS BY SHIPS UPON RECEPTION OF HF DSC DISTRESS ALERT

NOTE 1 : If it is clear the ship or persons in distress are not in the vicinity and/or other crafts are better placed to assist, superflous communications which could

interfere with search and rescue activities are to be avoided. Details should be recorded in the appropriate logbook.

NOTE 2 : The ship should establish communications with the station controlling the distress as directed and render such assistance as required and appropriate.

NOTE 3 : Distress relay calls should be initiated manually.

CS = Coast Station RCC = Rescue Co-ordination Center

LISTEN ON ASSOCIATED RTF OR NBDP CHANNEL(S) FOR 5 MIN

IS THE ALERT ACKNOWLEDGED OR RELAYED BY CS AND OR RCC?

IS DISTRESS COMMUNICATION IN PROGRESS ON ASSOCIATED RTF CHANNELS?

IS OWN VESSELABLE TOASSIST?

CONTACT RCC VIA MOST EFFICIENT MEDIUM TO OFFER ASSISTANCE

RESET SYSTEM

ENTERDETAILSIN LOG: HF DSC DISTRESS ALERT IS RECEIVED

TRANSMIT DISTRESS RELAY ON HF TO COAST STATION AND INFORM RCC

7.

Ship Reporting Systems

See MAREP/POSREP at: http://home.planet.nl/~kluijven/vhf.html

• MAREP

• POSREP

• POLREP

7. 1 Marep/posrep

MANDATORY SHIP-REPORTING SYSTEM FOR THE DOVER STRAIT/PAS DE CALAIS

1. CATEGORIES OF SHIPS REQUIRED TO PARTICIPATE IN THE SYSTEM

Ships of 300GT and over are required to participate in the system. This threshold is the same as used in the existing voluntary MAREP scheme (IMO Document SN/Circ. 167, annex, page 4).

Within the coverage area, these arrangements replace the existing MAREP scheme for ships of 300GT and over. However, ships of less than 300GT should continue to make reports under the existing voluntary arrangements in circumstances where they:-

are "not under command" or at anchor in the TSS or its ITZs;

are "restricted in their ability to manoeuvre"; or,

have defective navigational aids.

The MAREP arrangements outside the coverage area of this system remain unchanged.

2. GEOGRAPHICAL COVERAGE OF THE SYSTEM AND THE NUMBER AND EDITION OF THE REFERENCE CHART USED FOR THE DELINEATION OF THE SYSTEM

The system covers a 65 mile stretch of the Dover Strait / Pas-de-Calais and is bounded by a line to the east drawn from North Foreland, through the F3 Light Vessel (at its assigned position of 51‹23' .82N, 02‹OO'.62E) to the border between France and Belgium; and by a line to the west drawn from the Royal Sovereign Light Tower, through the Bassurelle Light Buoy (at its assigned position of 50‹32' .8N, 0‹57.8E) to the coast of France. The reference charts are British Admiralty Charts 2449 (1998 edition, scale 1:150,000) and 2451 (1991 edition, scale 1:150,000), and also chart 73 12 of the French Navy Hydrographic and Oceanographic Service (INT 1072) (1994 edition, scale I :375000). Also relevant is the British Admiralty Chart 5500 -Mariners' Routeing Guide English Channel and Southern North Sea.

The area of the reporting system is covered by modern hydrographic surveys and areas of unstable seabed are regularly resurveyed to ensure navigational safety.

3. FORMAT AND CONTENT OF REPORTS, TIMES AND GEOGRAPHICAL POSITIONS FOR SUBMITTING REPORTS, AUTHORITY TO WHOM REPORTS SHOULD BE SENT AND AVAILABLE SERVICES

The reports required from ships entering the area covered by the system are position reports similar to the existing MAREP/POSREP arrangements. The short title for the ship-report is CALDOVREP.

Reports should be made using VHF voice transmissions. However, when reporting to DOVER COASTGUARD, ships can fulfil the reporting requirements of a CALDOVREP through the use of automatic ship identification transponders using VHF/DSC on Channel 70, or equipment conforming to the standards adopted for the Universal AIS Transponder.

A ship may elect, for reasons of commercial confidentiality, to communicate that section of the report which provides information on cargo by non-verbal means prior to entering the system.

3.1 Format

The information given below is derived from the format-type given in paragraph 2 of the appendix to resolution A.85 1 (20).

http://lib1.nippon-foundation.or.jp/1998/0810/contents/094.htmhttp://lib1.nippon-foundation.or.jp/1998/0810/mokuji.htmhttp://lib1.nippon-foundation.or.jp/1998/0810/contents/096.htm

SHIP REPORTING

Mandatory Ship Reporting Systems

[Federal Register: November 20, 2001 (Volume 66, Number 224)]

Table 169.140--Requirements for Ship Reports ------------------------------------------------------------------------ Telegraphy Function Information required ------------------------------------------------------------------------ Name of system................. System identifier Ship reporting system WHALESNORTH or WHALESSOUTH. M.............................. INMARSAT Number.. Vessel INMARSAT number

A.............................. Ship............. The name, call sign or ship station identity, IMO number, and flag of the vessel.

B.............................. Date and time of A 6-digit group event. giving day of month (first two digits), hours and minutes (last four digits).

E.............................. True course...... A 3-digit group indicating true course. F.............................. Speed in knots A 3-digit group. and tenths of knots. H.............................. Date, time and Entry time expressed point of entry as in (B) and entry into system. position expressed as-(1) a 4-digit group giving latitude in degrees and minutes suffixed with N(north) or S (south) and a 5- digit group giving longitude in degrees and minutes suffixed with E (east) or W (west); or (2) True bearing (first 3 digits) and distance (state distance) in nautical miles from a clearly identified landmark (state landmark)

I.............................. Destination and Name of port and expected time of date time group arrival. expressed as in (B)

L.............................. Route information Intended track. ------------------------------------------------------------------------

Mandatory ship reporting system in the straits of malacca and singapore

( STRAITREP )

REPORTING CONTENT IN STRAITREP

7. Orders etc.

• 7.1 Order on summoning of pilots etc. 7.2 Order concerning Navigation through the East Bridge and the West Bridge in Storebælt (the Great Belt) 7.3 Order on Radio Reporting for Ships with an Air Draught exceeding 35 m Navigating through the Dredged Channel at Drogden in the Sound 7.4 Resolution on navigation through the entrances to the Baltic Sea 7.5 Resolution on the use of pilotage services in Sundet (the Sound) 7.6 Order on the Use of Pilots in Danish Waters 7.7 Promulgation Order on the Danish Pilotage Act (Part 3 – part 6) 7.8 Order on compulsory pilotage for ships navigating interior and exterior Danish territorial waters 7.9 Order on compulsory pilotage under tow in certain waters 7.10 Order concerning passage of ships with draught of 13 metres or more to certain Danish harbours 7.11 Order on the bunkering of ships in Danish territorial waters

7.1 Order on summoning of pilots etc.

In pursuance of Section 7 (4) and Section 23 (2) of the Danish Pilotage Act, cf. Consolidated Act no. 529 of 4 August 1989, the following provisions are laid down:

Section 1. Ordering a pilot at Danish pilot stations shall be to the relevant pilot station with the notice specified in Section 2. The order shall include information on:

1) the ship's name, call sign and IMO number,

2) the ship's GT, length, breadth and draught,

3) the ship's estimated time of arrival at the place from which pilotage is required,

4) the ship's speed, and

5) the place to which pilotage is required.

Section 2. For ships arriving from sea, the order shall be placed at least 6 hours before estimated arrival at the place from which pilotage is required, and confirmed or amended 1 hour before the estimated time of arrival, cf., however, Subsection 2.

Subsection 2. For transit pilotage through Route T from the waters around the Skaw to the waters around Bornholm or vice versa, the pilot shall, however, be ordered not less than 12 hours before the estimated time of arrival and confirmed or amended 3 hours before the estimated time of arrival.

Subsection. 3. For ships which must be piloted from harbour, berth or similar, the pilot shall be ordered not less than 4 hours before his services are required. Confirmation and any amendments shall be made not less than 1 hour before the estimated time of departure.

Section 3. The ship's master shall manoeuvre the ship so that the pilot can embark or disembark as quickly and safely as possible.

Subsection 2. If exceptional circumstances prevent the pilot from boarding, pilotage may be carried out from the pilot boat or from land.

Section 4. Unless prevented by exceptional circumstances, the ship's master shall take the pilot boat in tow during pilotage when the pilot so requests.

Section 5. During pilotage, the ship's master shall provide the pilot with all information of significance for the pilotage.

Section 6. Apart from the lights prescribed by international maritime regulations, a vessel carrying out pilotage shall fly a flag the top half of which is white and the bottom half is red. The vessel shall also fly its national flag.

Section 7. Violations of Sections 3-6 shall be punishable by fine.

Section 8. This order shall enter into force on 1 August 2002.

Subsection 2. Order no. 29 of 30 January 1985 on summoning of pilots etc. shall be repealed. The Royal Danish Administration of Navigation and Hydrography, 4 July 2002

7.2 Order concerning Navigation through the East Bridge and the West Bridge in Storebælt (the Great Belt)

The Danish Maritime Authority, Order No. 55 of 28 January 1999

In pursuance of subsection (4) of section 5, and subsection (3) of section 6, of the promulgation of Safety of Navigation Act, Order No. 587 of 29th September, 1988, and after authorisation by Order No. 694 of 17th August, 1995, the following rules are laid down after consultation with the Ministry of Defence:

1. – This Order contains provisions for navigation, radio reporting, etc. in the area around the East Bridge and the West Bridge in Storebælt.

Chapter 1

Description of the Bridges East Bridge spanning Østerrenden (the Eastern Channel)

2. – The East Bridge is a suspension bridge, which connects the Island of Sprogø and Sjælland.

The connection spans rest on two foundations on shore, two anchor blocks and 19 bridge piers, 12 towards Sjælland and 7 towards Sprogø. The bridge piers are numbered from 2 to 26 starting from Sjælland.

(2) In the navigation span between the two bridge towers (pylons), Nos. 16 and 17, a traffic separation scheme (Between Korsør and Sprogø) is established. The free vertical clearance is 65 metres at mean sea level. The entrance to the Northbound and the southbound traffic routes is marked with a racon.

West Bridge spanning Vesterrenden (the Western Channel)

3. – The West Bridge is a low-level bridge connecting the islands of Fyn and Sprogø. It rests on 62 bridge piers. The shafts are numbered from 2 to 63, starting from Sprogø.

(2) The eastern navigation span for northbound traffic is established between piers 34 and 35, and the western navigation span for southbound traffic is established between piers 37 and 38. The two navigation spans, which are marked by racons, are separated by two unmarked bridge spans. The navigation spans have a width of 104 metres. Over a width of 70 metres around the centre of the navigation spans the free vertical clearance is 18 metres at mean sea level. Outside this profile the vertical clearance decreases to 16 metres at the piers.

(3) The vertical clearance of the bridge spans on each side of the navigation spans gradually decreases to 5.5 metres in the span closest to Sprogø and to 7.5 metres in the span closest til Fyn.

Chapter 2

Navigation Rules and Regulations Østerrenden - Eastern Channel

4. – Vessels of 20 metres or more in length shall use the traffic lanes in the traffic separation scheme between Korsør and Sprogø.

(2) Vessels of less than 20 metres in length and sailing vessels are recommended to avoid using the traffic lanes of the traffic separation scheme and instead to use the adjacent connection spans.

(3) Fishing is prohibited in the traffic lanes in the traffic separation scheme.

Vesterrenden - Western Channel

5. – Navigation through the West Bridge is only allowed for vessels of less than 1,000 tons deadweight. Vessels of 1,000 tons deadweight and upwards shall use the appropriate traffic lanes in the traffic separation scheme in the Eastern Channel.

(2) All vessels of 50 BT and upwards wishing to pass the West Bridge shall use the two marked navigation spans. Northbound vessels shall use the eastern navigation span and southbound vessels shall use the western navigation span.

(3) Anchoring and fishing is prohibited in the buoyed navigation lanes. This provision also applies to these lanes’ extension of 500 metres on the opposite side of the bridge.

(4) Navigation at right angles to the general direction of traffic flow is prohibited off the navigation spans and within a distance of 500 metres from the bridge.

(5) Attention is drawn to the fact that the current in the Western Channel does not usually run parallel to the general direction of traffic flow in the navigation spans.

Regulations in General

6. – Making fast to and anchoring under either of the bridges is prohibited.

Chapter 3

Vessel Traffic Service (vts)

7. – In order to assist vessels navigating in the Eastern and Western Channels and further to protect the fixed traffic link a VTS system with a mandatory ship reporting system has been established. The VTS system, which covers the central part of the Storebælt, is called "Great Belt Traffic", and hereafter referred to as “GBT”. GBT is based on and operated in accordance with the provisions of the International Maritime Organization’s (IMO) Resolution on "Guidelines for Vessel Traffic Services".

(2) The reporting system is adopted by IMO as a mandatory ship reporting system.

8. – The following lines limit the VTS area:

1) Northern limit

A line between Sjælland and Fyn following the latitude 55º35'N.

2) Southern limit

A line connecting the following points:

and a line between the following points:

See page 13 (Limits of VTS-Area in Storebælt).

9. – The call sign of the VTS system is "Great Belt Traffic" (GBT), and the communication with vessels will be carried out on VHF, channel 11, 10 and 16.

(2) The working period of the VTS system is 24 hours.

10. – The procedures for participating in the reporting system are as follows:

1) Categories of ships required to participate in the ship reporting system in the Great Belt Traffic (GBT) are:

(a) All ships with a gross tonnage equal to or exceeding 50 GT; and (b) all ships with an air draught of 15 metres or more.

The ships shall report to GBT when entering the VTS area.

2) Preferably GBT shall be called on VHF, channel 11, and the report shall be transmitted on that channel or any other available channel, assigned by GBT.

3) The report shall contain the following information:

Ship’s name and call sign; Position; Course (N or S bound); Speed; Pilot embarked; Ship’s route (Østerrenden or Vesterrenden), Defects and deficiencies; and Dead weight tonnage and air draft.

4) The report shall be drafted according to Annex.

5) Ships obliged to report to GBT shall do so before leaving a harbour situated within the VTS area.

6) A ship, which is not able to communicate on VHF, shall report to GBT via a Danish coastal radio station two hours prior to the passage of the bridge area. The report, which shall be sent as a telegram with the code word “GBT”, shall also contain information about other possible methods of communication with the ship. The transmission is free of charge.

7) GBT can give advice to ships, which due to their course, size (DWT), or air draught may constitute a risk to the West Bridge. Ships wishing to pass the East or West Bridge can, furthermore, on VHF channel 11 or any other available VHF-channel as assigned by GBT receive information about the present situation in the bridge area, e.g. about buoyage, lights, traffic, wind and current.

8) Information about specific situations concerning safety of navigation in the area will be broadcast by GBT on VHF, channel 11. The broadcast will be preceded by an announcement on channel 16. All ships sailing through the area shall listen to the announced broadcast.

9) The language used for communication shall be Danish or English.

Chapter 4

General Provisions

11. – Ships, which do not have updated navigational information about the area, are recommended to take a pilot before passing the bridge areas.

(2) Attention is called to IMO Resolution A. 620(15) on Navigation through the Entrances to the Baltic Sea. For navigating through Route T, the Resolution recommends i.a. the use of pilotage services for ships with a draft of 13 metres or more and for ships, irrespective of size or draught, when carrying a shipment of class 7 radioactive materials, as specified in paragraph 9.5.2 of the introduction to class 7 of the International Maritime Dangerous Goods Code (IMDG Code). Such ships should also participate in the radio reporting service (SHIPPOS).

Chapter 5

Penalties

12. – Offence committed under this Order shall be punishable by fine.

Annex

Drafting of Reports to Great Belt Traffic (GBT)

7.3 Order on Radio Reporting for Ships with an Air Draught exceeding 35 m Navigating through the Dredged Channel at Drogden in the Sound

In pursuance of Section 1 (3), Section 6 and Section 32 (4) of the Act on Safety at Sea, cf. Consolidated Act no. 554 of 21 June 2000, as amended by Act no. 277 of 8 May 2002, the following provisions are laid down:

Section 1. To ensure the safety of navigation in Drogden and to reduce the risk of collision between an aircraft operating at Copenhagen Airport, Kastrup, and a ship or other floating equipment, a radio reporting system has been established.

Subsection 2. All ships and ships with a tow, with an air draught exceeding 35 m, shall, 30 minutes before passing the dredged channel at Drogden, report the passage to the airport control tower of Copenhagen Airport, Kastrup, on phone no. (+45) 32 47 82 83, via the Danish coast radio station Lyngby Radio, with the following information:

1) ship’s name and international call sign,

2) position,

3) course,

4) speed,

5) estimated time of arrival at Drogden, and

6) air draught.

Subsection 3. Transmission of the report is free of charge (collect call).

Section 2. Violations of Section 1, subsection 2, shall be punishable by fine.

Section 3. This order shall enter into force on 5 August 2002.

Subsection 2. Order no. 512 of 22 June 1999 on Radio Reporting for Ships with an Air Draught exceeding 35 m Navigating through the Dredged Channel at Drogden shall be repealed.

The Danish Maritime Authority, 24 July 2002

Navigation through the Entrances to the Baltic Sea

Drafting of Reports to Great Belt Traffic (GBT)

7.3 Polrep

3. EXAMPLES OF POLREP REPORTS

http://www.bonnagreement.org/eng/html/welcome.html

5.3.1 POLREP EXAMPLE NO. 1

APPENDIX 4

5.3.2 POLREP EXAMPLE No. 2

APPENDIX 4

5.3.3 POLREP EXAMPLE No. 3

8. Global Maritime Distress and Safety System (gmdss)

(Source: CANADIAN COASTGUARD - www.ccg-gcc.gc.ca<!DOCTYPE HTML PUBLIC "-//IETF//DTD HTML//EN">

What is GMDSS?:

The Global Maritime Distress and Safety System (GMDSS) is a new international system which uses improved terrestrial and satellite technology and ship-board radio-systems to ensure rapid alerting of shore based communication and rescue authorities, in addition to ships in the immediate vicinity, in the event of a marine distress.

This information package provides a brief overview of the Global Maritime Distress and Safety System and its effects on fishers and recreational boaters. The GMDSS is a major change to the international rules governing radio safety equipment on board large ships. At the present time most fishers and recreational boaters are not required to participate in GMDSS. Most mariners will find that some of the traditional maritime radio systems have been upgraded to provide for automated listening and calling. The global implementation of GMDSS services will become effective on February 1, 1999.

Marine VHF radio in the GMDSS:

This information package deals with the terrestrial radio portion of the GMDSS since it is the primary GMDSS system used by fishers and recreational boaters. General Radio Service (Citizen Band radio), and Cellular telephones are not part of GMDSS and the use of these systems will not be changing. The Canadian Coast Guard (CCG) does not recommend cellular telephones as a substitute for the marine radio distress and safety systems in the VHF maritime radio band. A VHF radio also helps ensure that storm warning and other urgent marine information broadcasts are received. The Canadian Coast Guard announces these broadcasts on VHF channel 16. Timely receipt of this information may save your vessel and your life. Additionally, your VHF radio can be used anywhere in North America and overseas.

The primary change in VHF radio is the addition of a feature known as Digital Selective Calling (DSC) which enables ships to maintain the required continuous listening watch on channel 70 (the DSC calling channel) with automatic equipment. Most fishers and recreational boaters are already carrying VHF marine radios, however they are not DSC compatible. A ship’s DSC receiver will only respond to the ship’s individual, Maritime Mobile Service Identity number, "MMSI" call or an " All Ships" DSC call. After establishing contact on channel 70, both parties will change to an agreed voice channel to communicate. Although fishers and recreational boaters are not currently required to fit DSC, voluntarily fitting DSC equipment is recommended. After GMDSS is fully implemented, vessels without DSC will have difficulty contacting ships which are monitoring the DSC calling channel only. This, however, would not be the case in a vessel traffic services zone where ships will still be required to maintain a listening watch on the appropriate MCTS Vessel Traffic sector frequency.

The Canadian Coast Guards Marine Communications and Traffic Services (MCTS) network of VHF sites will be upgraded to DSC, however the upgrade will not be completed by 1999. It is planned to be completed on the east and west coasts of Canada by 2002. Upon completion of the DSC network, the CCG plans to maintain a listening watch on VHF channel 16, the distress and calling channel, for the benefit of fishers and recreational boaters for the foreseeable future. It is anticipated that the manufacturing industry will gradually shift to producing new models of VHF radios with DSC capability. However, VHF radio without DSC which are presently "type approved", will probably continue to be manufactured. Portable handheld VHF radios will probably not be required to have DSC. Because the revised regulations are not finalized, few manufacturers are producing VHF radios with simplified DSC capability at this time.

Medium Frequency Radio Band:

The Canadian Coast Guard, after having consultations with the Canadian Marine Advisory Council (CMAC), has decided not to fit Medium Frequency DSC. The Canadian Coast Guard has requested input from the Canadian Marine Advisory Council’s Working Group on GMDSS on what action we should be taking on the Medium Frequency, distress safety and calling frequency 2182 kHz. The Canadian Coast Guard will evaluate this input and determine the course of action to take. The MCTS system anticipates maintaining the listening watch on 2182 kHz until such time as there is a good supply of inexpensive GMDSS equipment on the market and smaller ships have been fitted with it. However, to say that we would continue a parallel watch on the old and new systems indefinitely would defeat the purpose of the GMDSS.

High Frequency Radio Band:

The Canadian Coast Guard, again in consultation with the Canadian Marine Advisory Council, has decided to equip Iqaluit and Resolute, in the Arctic, with HF/DSC on five bands (4207.5, 6212.0, 8414.5, 12577.0 and 16804.5 kHz). The MCTS Centre at Iqaluit will be upgraded to include narrow-band direct-printing (NBDP) capabilities to provide a Maritime Safety Information broadcast system in the Canadian Arctic.

Maritime Mobile Service Identity (MMSI) Numbers:

In the new DSC calling system the Maritime Mobile Service Identity (MMSI) number is assigned by Industry Canada to a vessel desiring or required to use DSC in the GMDSS. To obtain an MMSI number apply to Industry Canada for a radio station license. MMSI is the nine digit number that your vessel is identified by. The first three digits are the country code so all Canadian vessel numbers begin with 316 (Marine Identification Digits - MID). All Coast Stations numbers begin with 00. i.e. Coast Station - 00, Canadian Identifier - 316, individual station number NNNN, - 00 316 1234.

Other GMDSS Radio Safety Systems:

There are other components of the GMDSS which have proven benefits for maritime safety and which can be used by fishers and recreational boaters on a voluntary basis. The satellite based Emergency Position Indicating Radio Beacon (EPIRB) is a valuable safety system for vessels. EPIRBs operate on 406 MHz. The 406 EPIRBs transmit a unique identification code which identifies the user. Be sure that you register the EPIRB in accordance with the manufacturers instructions to assist the Canadian Coast Guard in verifying 406 EPIRB alerts.

The Inmarsat -A, B, and C maritime satellite communications systems are acceptable in the GMDSS. The M System, while not approved in the GMDSS , would be suitable for larger recreational vessels. Regional satellite communication systems lack formal GMDSS certification but can be very useful as a safety system for vessels operating in the North American area of coverage, commonly called the satellites footprint.

There are also four systems that broadcast Maritime Safety Information (MSI) including distress alerts, weather warnings and forecasts, and Notices to Mariners:

• The near shore system is the voice channel, Continuous Marine Broadcast (CMB) service provided by MCTS on VHF frequencies which provide coverage to approximately 40 nautical miles offshore.

• The intermediate range NAVTEX broadcast system, transmitted from selected MCTS stations on 518 kHz, provides coverage to about 200 nautical miles offshore. Scheduled NAVTEX broadcasts are received on a special receiver which prints out the broadcasts.

• The long range system, HF NBDP, will be providing MSI broadcasts in the Canadian Arctic.

• Near global coverage, Enhanced Group Call (EGC) is provided by High seas SafetyNET broadcasts transmitted on the Inmarsat-C system.

A major concern for the marine community is the excessive number of false alerts that are being experienced in all the GMDSS systems, especially DSC and Inmarsat-C. Large GMDSS compliant vessels are required to carry certified GMDSS operators, however fishers and recreational boaters are permitted to use any GMDSS system appropriate for their area of operations with minimal operator qualification. Since the large percentage of false alerts is attributed to a lack of operator competence, it is especially important that fishers and recreational boaters receive instruction in the proper operation of GMDSS equipment. Instruction is currently available through various colleges and universities across Canada.

Determining an accurate position is a key element in Search and Rescue operations. If your vessel is equipped with a Global Positioning System (GPS) or Loran navigation receiver, you are encouraged to enhance your safety by connecting the navigation receiver to any radio capable of transmitting a pre-formatted distress alert which includes position.

Global Maritime Distress and Safety System

The Global Maritime Distress and Safety System (GMDSS) came into effect on 1 February 1999. GMDSS is a digital electronic communications system which sends distress and safety information. It applies to vessels over 300 Gross Registered Tons and all international passenger vessels. GMDSS divides the world into four types of communications coverage (sea areas A1 to A4), which determine the appropriate terrestrial or satellite means of communication to use.

In Canada, as a result of consultations with the Canadian maritime industry, it has been decided to implement sea areas A1 on the east and west coasts. Outside of A1 will be an A3 sea area with an A4 sea area in the Arctic.

COSPAS/SARSAT

COSPAS/SARSAT is an international SAR satellite system used to detect and locate signals from distress beacons. Four founding nations, Canada, United States, France, and Russia (formerly USSR) created the COSPAS/SARSAT system. Since inception many other nations have joined. Satellites were first launched in 1982 and 1983, with the first three lives saved during experimental testing of the system. These three people were Canadians involved in an airplane crash in the Rocky Mountains of British Columbia. Since then thousands of lives have been saved using this system.

Beacons

Beacons use radios signals to indicate distress. Each unit has a built-in transmitter and batteries. Two main beacon types interest the Coast Guard: an Emergency Locator Transmitter (ELT), designed for aircraft and an Emergency Position Indicating Radio Beacon (EPIRB), designed for vessels. Both transmit a radio signal when activated. Unlike most ELTs, EPIRBs transmit a coded message that indicates the identity of the beacon in use. The owner of an EPIRB is required to register the beacon with the National Search and Rescue Secretariat. Details such as the owner's name and a description of the vessel are recorded on a computer database. This allows the RCC/MRSC Co-ordinator to look up vital information contained in the EPIRB registry to assist in any rescue. Both ELTs and EPIRBs are detected by COSPAS/SARSAT satellites when activated. A third type of beacon, which operates through the satellites for use on land, is the Personal Locator Beacon class.

Marine Communications and Traffic Services

Marine Communications and Traffic Services (MCTS) is the Branch of the Canadian Coast Guard that provides communications and vessel traffic services to the sea-going public. MCTS monitors for distress radio signals; provides the communications link between vessels in distress and the RCC/MRSC; sends safety information; handles public communication; and, regulates the flow of vessel traffic in some areas. MCTS is an important link in the SAR system.

9.

Vtmis Glossary of Terms & Abbreviations

Source: Klearchos Aliferismailto:aliferis@issus.fh-hamburg.de;

Susanne Schreeck -schreeck@issus.fh-hamburg.de

RESOURCES & REFERENCES:

Recommended publications (by IMO, etc.):

• IMO Standard Marine Communication Phrases (SMCP 2001), IMO, London, 2001): http://www.pfri.hr, www.imo.org

• International Aeronautical and Maritime Search and Rescue Manual, Vol. III – Mobile Facilities (IAMSAR), IMO, ICAO, London/Montreal, 1998, www.imo.org

• ITU Radio Regulations, Edition of 2001: http://www.itu.int/publications/cd-rom/rr.html

Maritime English textbooks and course books:

• Weeks, F. Wavelength, BBC English & Alhambra, 1981 (+ cassettes)

• Blakey, T.N. (1987) English for Maritime Studies, Prentice Hall

• Weeks, F. , Glover, A., Johnson, E., Strevens, P. (1998) SEASPEAK Training Manual (+cassette), Pergamon Press

• Trenkner et al. (+cassette)

• The Seafarers’ Language Course, *Conrad Publ., 1985 (+ cassettes)

• Trenkner, P. (1089)Search and Rescue Operations, Rostock

• Nisbet, Kutz, Logie (1997) Marlins Study Pack 1, Edinburgh, Marlins (+ cassette)

• Logie, Vivers, Nisbet (1998) Marlins Study Pack 2, Edinburgh, Marlins (+ cassette)

• Pritchard, B. (2000), Maritime English, Udine, Del Bianco Editore

• Kluijven, P. (2003), International Maritime English Language Programme (IMLP),

Video Courses:

• ANGLOSEA I, English Channel, Canadian Coast Guard

• ANGLOSEA II, Inland Navigation: The St. Lawrence Seaway, Canadian Coast Guard, 1991

• Emergency Radio Procedures, US Coast Guard, 1990

• Understanding English On-Board Ship, Part 1, Videotel

• Understanding English On-Board Ship, Part 2, Videotel

• Bridge Resource Management, Part 1 & 2, Videotel

Courses on CD and PC software:

• Maritime English, Maritime Education, Chalmers University of Technology, Sweden: www.chl.chalmers.se

• Maritime Communications, Maritime Education, Chalmers University of Technology, Sweden: www.chl.chalmers.se

• SMCP Training Module, SMCP Language Training, Marine Technology Based Training, MarineSoft, Rostock, Germany, www.marinesoft.de

• Kluijven, Peter: IMLA-IMEC website for Maritime English: http://home.planet.nl/~kluijven/

• Kluijven, P. (2003), International Maritime English Language Programme (IMLP), The Netherlands

Useful WWW sites:

• IMLA INTERNATIONAL MARITIME ENGLISH CONFERENCE (IMEC), /formerly WOME/: http://home.planet.nl/~kluijven/

• Canadian Coast Guard: www.ccg-gcc.gc.ca

• US Coast Guard: http://www.uscg.mil/USCG.shtm

• World Maritime University, Malmo, Sweden: http://www.wmu.se

• Radio Officer, 2000 Edition, Russia: http://rofficer.narod.ru/docs/iamsar_c.htm

• any Maritime English teacher’s personal site on the web sites of world leading maritime colleges, academies, faculties, universities and other MET institutions

Recommended reference manuals:

• Admiralty Manual of Seamanship, HMSO, London, 1995

• American Practical Navigator, 2002

• House, D. (1997) Marine Survival and Rescue Systems, London, Witherby & Co.

• ITU Radio Manual

• ITU International Code of Signals (ICS)

• COLREGS, IMO, London, 1972 as amended

1 Note: The rest of the text following in this chapter has been adapted from the Canadian Coast Guard web site: www.ccg-gcc.gc.ca (Restricted/General Radio Operator’s Certificate)

2