or:- a plethora of acronyms

SEA CHECK

In a discussion with Len Wingfield some months ago, regarding safety at sea he mentioned ‘Sea Check’ to me. On my expressing ignorance of the matter, he said something which sounded like “tut-tut” and supplied me with an RNLI contact telephone number. For other ignorant souls I will enlarge on the subject.

Broadly speaking, Sea Check is part of the RNLI’s Sea Safety Initiative. It has representations from other marine organisations such as the RYA. It is a service which started last year and offers a free check of safety equipment by a representative from the RNLI who will also discuss safety matters with the boat owner.

In order to find out about the right equipment for you, the RNLI publishes a folder which lists ‘essential’ and ‘recommended’ equipment for the various uses to which you put your boat: extended passage use — offshore use — inshore use — sheltered use — and small leisure craft such as sailing dinghies, canoes etc. Once you have had a Sea Check you get a sticker for your boat which shows it has been completed. Do not be surprised if this sounds familiar to you. The DCA founders had a similar idea forty years ago — the DCA Boat Safety Recommendations was the result, which many dinghy cruisers have had cause to bless in the years since.

Len intended that he and I should meet the national Sea Check representative from the RNLI to discuss ways in which we might learn, in an exchange of information, something to our advantage. So far, their man has not managed to find time to meet us. However I can see that it could be difficult to reconcile ‘offshore use’ (over 10 miles from land RYA/RNLI) and ‘small leisure craft’, with DCA use, as far as the conventional mind is concerned.

GMDSS

The local Sea Check co-ordinator for my area followed up my enquiry by insisting on visiting me. As I was considering buying a VHF radio, I was able to ask him for any hints. I was immediately introduced to GMDSS, Global Maritime Distress and Safety System, which will eventually replace the existing Channel 16 method of sending out a distress call. This system was designed by the International Marine Organisation (IMO) and supported by the International Telecommunication Union (ICU). It ensures that ships wherever they are in the world, can communicate via two independent means with a Rescue Co-ordination Centre (RCC) on shore. Moreover they can do so without the need to carry a specialist radio operator. Yachts and small craft are not bound by either international convention nor national regulations to carry radio transmitters and receivers and are under no obligation to participate in GMDSS. However, if the yachtsman wants the ability to communicate with other ships, harbour authorities and Rescue Co-ordination Centres, he has no alternative but to keep reasonably up to date with the equipment and techniques of the commercial shipping world.

Some elements of the pre-GMDSS means of communication will continue to be available until 2005 but, as we approach that date, it is likely that there will be increasing pressure for the recreational sailor to participate in the new system if he wants to be certain of the ability to send an effective distress message should the need arise.

The full scope of GMDSS covers MF, HF and marine VHF, satellite equipment, radar including floating transponders, EPIRBs, Navtex etc. It also designates various sea areas, which affects the type of equipment that one needs to carry. However I only intend to mention Sea Area A1 which is normally that area within range of shore-based VHF coast stations fitted with DSC (Digital Selective Calling); 30 to 50 miles depending upon the height of aerial. Below is a description of the way the average yacht with Class D Digital Selective Controller will work. It is unlikely that a handheld VHF will be equipped with anything better than the simpler Type F DSC, which will however be able to transmit a distress alert at the least. Those in power who believe that only boats with lids are capable of crossing the channel say that Type F is useless because it cannot receive distress alerts from other craft. However a dinghy is unlikely to be able to make meaningful rescue attempts so this is not significant. One can hope that the UK Coastguard will continue to listen on Channel 16, but this will be discontinued eventually.

DSC equipment attached to a radio completely changes the way of making initial contact with other stations. Instead of making a general call on Channel 16 before manually changing to another channel for further communication, the DSC Controller makes a digital call on Channel 70. This channel is for the initial call only and is not for voice communication. Once the DSC has established a digital link on Channel 70, the sender’s VHF and the called station’s VHF are automatically switched to a working Channel or, in the case of distress, Channel 16. Further information, and in the case of a distress alert a conventional distress message, is then passed by voice. If available a GPS receiver should be interfaced with the DSC Controller. The position of the ship in distress will then be automatically included in a distress alert — sufficient information to start looking for the craft even if no subsequent voice message is passed. Otherwise the DSC Controller position can be entered manually. It would be advisable to keep this up to date, say every four hours.

MARITIME MOBILE SERVICE IDENTITY (MMSI). An MMSI is a unique nine digit number that identifies a particular ship or shore station. It is issued free of charge on request by the licensing authority. The MMSI has to be programmed into the DSC Controller by an authorised dealer, so it makes sense to organise the MMSI number before purchasing the equipment. An MMSI may not be issued unless a Ships Radio License is held. The MMSI number forms part of the DSC alert.

It will be seen that the DSC part of the radio is in fact a type of pager which alerts a station which you are calling, or in the case of an emergency, all stations. Any GMDSS radio can be operated in the same way as the existing VHF sets. There is no need to use the DSC. The probability is that until the majority of recreational sailors obtain an MMSI, the present method of use will prevail. With DSC distress calling one presses a red button on the radio marked SOS, and after this depending upon your next actions the following information will/can be included in the alert: the MMSI number of the calling station, the time, the type of distress, and the position of your vessel if GPS is interfaced with your set, or if you have manually entered the coordinates of your position.

Anyone who has listened in to Channel 16 will realise that something had to be done as the chattering voices on this channel sometimes make serious communication impossible. A maritime radio may legally only be operated by, or under, the direct control of the holder of the appropriate Certificate of Competence and Authority to Operate. This is to maintain operational standards and ensure a knowledge of distress, emergency and safety procedures. However it is apparent that many yachtsmen do not bother to take the course and exams.

For the VHF without DSC a Restricted Certificate of Competence (VHF) is required. If Digital Selective Calling equipment is fitted, a GMDSS Short Range Certificate is required. Up to now one could convert from the Restricted Certificate to the GMDSS Certificate by taking another exam. But the Restricted Certificate will be dropped, so new VHF owners will have to take the full GMDSS exam. I guess that most dinghy sailors interested in VHF will opt for a handheld radio. Unfortunately the supply situation for those capable of DSC working is a bit hazy at the moment. No doubt the manufacturers will catch up with the new legislation in due course. If they don’t and only Channel 16 working is available, there would be less and less chance of your distress being heard, once the year 2005 is passed.

For those who would like to know more without taking a course on the subject the RYA have published a couple of guides. Contact their publications department for details of ordering.