COMPENDIUM

RATINGS FORMING PART OF NAVIGATIONAL WATCH

CHAPTER

I. INTRODUCTION

II. COMPETENCE: Contribute to monitoring and controlling a safe watch

1. Shipboard terms and condition

2. Basic environmental protection procedures
3. Understanding orders and to communicate with the officer of the watch
on matters relevant to watchkeeping duties
4. Internal communication and alarm systems
5. Information required to maintain a safe watch
6. Procedures for the relief, maintenance, and handover of a watch

III. COMPETENCE: Keep a proper look-out by sight and hearing

7. Responsibilities of a look-out

IV. COMPETENCE: Steer the ship and also comply with helm orders in the
English language
8. Helm orders
9. Use of magnetic and gyro compasses
10. Change-over procedures

V. COMPETENCE: Operate emergency equipment and apply emergency

procedures
13. Emergency duties and alarm signals
14. Pyrotechnic distress signals, satellite EPIRBs and SARTs
15. Avoidance of false distress alerts and action to be taken in event of
accidental activation
INTRODUCTION

Every rating forming part of a navigational watch on a seagoing ship of

500 gross tonnage or more, other than ratings under training and ratings
whose duties while on watch are of and unskilled nature, shall be duty
certified to perform such duties.

Every candidate for certification shall be required to provide evidence of

having achieved the required standard of competence in accordance
with the methods for demonstrating competence and the criteria for
evaluating competence specified in column 3 and 4 of table A-II/4 of
Standard of Training, Certification and Watchkeeping of Seafarers

SEAMANSHIP – is an art of science that covers wide variety of subjects

for the sea going profession which lies wholly within the province of deck
forces, primarily change with the practical operation of the ship. It deals
with boat and ship handling, ship maintenance, cargo handling, stability
and trim of the vessel, and a thorough knowledge of the international
rules of the road.
I. COMPETENCE: Contribute to monitoring and controlling a safe watch
1. Shipboard terms and definitions
15 Common Boating Terms

1. Bow
Refers to the front end of a boat. (You can remember "bow" as the front, because
when you take a bow, you're leaning forward.)

2. Stern
Refers to the rear end of a boat.

3. Forward
When you are moving towards the front end of a boat, this called going "forward."

4. Aft
When are you moving towards the rear end of the boat, this is called going "aft."

5. Underway
When a boat is moving, either by motor or wind, this is called being "underway."

6. Ahead
Refers to a boat moving in a forward direction.

7. Astern
Refers to a boat moving in a backwards position (reverse).

8. Port
Standing at the rear of a boat and looking forward, "port" refers to the entire left side
of the boat.

9. Starboard
Standing at the rear of a boat and looking forward, "starboard" refers to the entire
right side of the boat.

10. Port Bow

Refers to the front left of a boat.

11. Port Quarter

Refers to the rear left side of a boat.

12. Starboard Bow

Refers to the front right of a boat.

13. Starboard Quarter

Refers to the rear right of a boat.

14. Amidships
The central part of a boating vessel.
15. Topside
Moving from a lower deck of a boat to an upper deck.

2. Basic environmental protection procedures

MARPOL Convention and its annexes

Annex I Regulations for the Prevention of Pollution by Oil (entered into force 2
October 1983)

Covers prevention of pollution by oil from operational measures as well as from

accidental discharges; the 1992 amendments to Annex I made it mandatory for new
oil tankers to have double hulls and brought in a phase-in schedule for existing
tankers to fit double hulls, which was subsequently revised in 2001 and 2003.

Annex II Regulations for the Control of Pollution by Noxious Liquid

Substances in Bulk (entered into force 2 October 1983)

Details the discharge criteria and measures for the control of pollution by noxious
liquid substances carried in bulk; some 250 substances were evaluated and included
in the list appended to the Convention; the discharge of their residues is allowed only
to reception facilities until certain concentrations and conditions (which vary with the
category of substances) are complied with.

In any case, no discharge of residues containing noxious substances is permitted

within 12 miles of the nearest land.

Annex III Prevention of Pollution by Harmful Substances Carried by Sea in

Packaged Form (entered into force 1 July 1992)

Contains general requirements for the issuing of detailed standards on packing,

marking, labelling, documentation, stowage, quantity limitations, exceptions and
notifications.

For the purpose of this Annex, “harmful substances” are those substances which are
identified as marine pollutants in the International Maritime Dangerous Goods Code
(IMDG Code) or which meet the criteria in the Appendix of Annex III.

Annex IV Prevention of Pollution by Sewage from Ships (entered into force 27

September 2003)
Contains requirements to control pollution of the sea by sewage; the discharge of
sewage into the sea is prohibited, except when the ship has in operation an
approved sewage treatment plant or when the ship is discharging comminuted and
disinfected sewage using an approved system at a distance of more than three
nautical miles from the nearest land; sewage which is not comminuted or disinfected
has to be discharged at a distance of more than 12 nautical miles from the nearest
land.

Annex V Prevention of Pollution by Garbage from Ships (entered into force 31

December 1988)

Deals with different types of garbage and specifies the distances from land and the
manner in which they may be disposed of; the most important feature of the Annex is
the complete ban imposed on the disposal into the sea of all forms of plastics.

Annex VI Prevention of Air Pollution from Ships (entered into force 19 May
2005)

Sets limits on sulphur oxide and nitrogen oxide emissions from ship exhausts and
prohibits deliberate emissions of ozone depleting substances; designated emission
control areas set more stringent standards for SOx, NOx and particulate matter. A
chapter adopted in 2011 covers mandatory technical and operational energy
efficiency measures aimed at reducing greenhouse gas emissions from ships.
Basic environmental protection procedures relevant to bridge watchkeeping
duties

Procedures for operational control on board ships include:

1) Reduction of Marine Pollution on board

2) Prevention of leaks and spills of oil and chemical products on board ships
3) Provision on board for education and on-the-job training
4) Bans on exchange of Ballast Water in regulated coastal areas and the practice of
exchange of ballast water at high seas
5) Research on restrictions at various ports;
6) Research and study of facilities and equipment to handle ballast water
7) Reduction of Wastes on board
8) Reduction of the quantity of waste generated on board ships
9) Compliance of GARBAGE management plan ;
10) Research into and study of the introduction of, waste disposal facilities and
equipment
11) Reduction of Consumption of Natural Resources
12) Prevention of Air Pollution
13) Reduction of the consumption of fuel oil and lubricating oil (a cutback in the
emissions of CO2, NOx and SOx)
14) Provision on board ships of education to raise awareness and on-the-job
training,
15) Research into and study of the introduction of, laborsaving and efficient
shipboard facilities and equipment
16) Reduction of the generation of Dioxin
17) Proper use of incinerators
18) Proper control of plastics;
19) Proper control of ozone depleting substances
20) Social Contribution & Provision of Weather Data Collection on board
21) Instruction to conduct weather observations on board ships
22) Otherwise, participation in marine weather observation and technical cooperation
1. Understanding orders and to communicate with the officer of the watch on
matters relevant to watchkeeping duties

Closed-loop communication is the process of acknowledging the receipt of

information and clarifying with the sender of the communicated message that the
information received is the same as the original, intended information. In essence, it
is the process of confirming and cross-checking information for accuracy.
Closed-loop communication This allows for clarification of requests if needed and
avoids errors of omission. Closed-loop communication allows the sender to know
that their requests have been heard and understood.
Radio was being used to pass messages far beyond the range of sight, it became
critical to know that the message that you transmitted was actually received—you
couldn’t see the signal flag or smoke signals anymore. The familiar words “Roger,”
“WILCO,” “over,” and “out” became a part of radio talk specifically to meet the need
to close the loop.
• Roger stands for the letter “R,” which was often difficult to understand over the
radio—meant “message received.”
• Wilco meant “Will comply” with what you said.
• Over meant “I am done—now you can talk.”
• Out meant “I am done.”
OOW duties and responsibilities
Officer on Watch is a representative of the master and is primarily responsible at all
times for the safe navigation of the ship and for complying with COLREGS. As
Officer on Watch, he is in charge of the bridge team for that watch, until properly
relieved of his duty. The Officer on Watch shall ensure that master’s standing orders
are fully complied with and bridge watch manning levels are safe at all times under
prevailing circumstances and conditions.Watchkeeping duties include but are not
limited to the following:
• maintaining a proper look out and general surveillance of the ship;
• collision avoidance in accordance with COLREGS;
• recording bridge activities and making periodic checks on all navigational
equipment in use;
• follow procedures for handing over watch as per shipboard operation procedures;
• calling for support on the bridge as and when required;
• execute the passage plan safely and monitor the progress;
• maintain continuous GMDSS radio watch including distress signals if any;
• be conversant thoroughly with the speed, handling characteristics, stopping
distances and turning circle of the ship;
• must not hesitate to use helm, engines or sound signalling apparatus at any time;
• must be fully conversant with all safety equipment on board and their usage
particularly with reference to prevention of pollution and emergency situations;
• should not leave the bridge unattended at any time.
There are additional duties for the Officer on Watch that will be entrusted to him
depending on his rank. He must be fully familiar with them e.g. cargo monitoring,
general communications, control of machinery, supervision and control of safety
systems etc. These additional duties must not interfere with the primary duties of the
Officer on Watch.
Maintaining a lookout
COLREG places a mandatory provision for keeping a proper lookout on ship at all
times. It must serve the following purpose:
• maintaining a continuous state of vigilance by sight and hearing as well as by all
other available means in order to assess any significant change in the operating
environment;
• appraising at all times the risk of collision, stranding and other dangers to
navigation;
• detecting ships or aircraft in distress, shipwrecked persons, wrecks, debris or other
hazards to safe navigation.
Lookout duties cannot be shared with other works e.g. a helmsman on duty, while
steering should not be considered a lookout man unless the ship is small and he has
the unobstructed all round view from the steering position.
Ships with fully enclosed bridges should have such provisions that sound reception
from all audible sounds on the open deck is clear at all times inside the bridge.

Special precautions are to be taken by the OOW

The OOW must maintain a very high level of general awareness of day-to-day
operation of the ship. It will include general watch over the ship’s decks to monitor,
where possible people working on deck, and any cargo or cargo handling equipment.
Special care and additional watches are to be kept in places where there is risk of
piracy or armed attack.
Whenever people are working aloft or in the vicinity of radar antennae, radio aerials
and sound signaling apparatus, the OOW should be particularly observant. Warning
notices are to be posted at appropriate places and all concerned should be informed
to take adequate precautions and inform the OOW once the assigned work is
completed.
OOW compliance with the provisions of the COLREGS
Compliance of the provisions of the COLREGS means not only the conduct of the
vessels under steering and sailing rules, but displaying the correct lights, shapes and
making the correct sound and light signals. Vessels may not be displaying their
correct lights/ shapes or the lights/ shapes may not be visible due certain restrictions
of the ship’s structure when approached from a certain direction. It is therefore
always prudent to allow extra searoom as long as it is safe to do so.
In all cases early and positive action should be taken when close quarter situation
exists and to avoid collision. Once an action is taken the OOW must ensure that the
action so taken has the desired effect. Valuable time should not be wasted in trying
to contact the other vessel seeking collision avoidance action from the other party. It
is not possible to have confirmed and positive identification of the other party and
even so misunderstanding in communication could arise leading to disastrous
results.

Risk of collision in a clear weather can be detected by taking frequent compass

bearings of the other approaching vessel/s. If the bearings are study risk of collision
exist. However risk of collision may still be there when approaching very large ships,
ships under tow or ships at close range even when there is an appreciable bearing
change.

In restricted visibility radar and radar plotting can be effectively used to assess risk of
collision. However over reliance on electronic gadgets can be dangerous and the
OOW should take every opportunity in clear weather to practice radar plotting and
check and improve on his efficiency.
4. Internal communications and alarm systems

Types of Alarms on Ships

These are the different types of emergency alarms or signal onboard ship that is
installed to give audio-visual warnings:

1) General Alarm:
The general emergency alarm on the ship is recognised by 7 short ringing of the bell
followed by a long ring or using the ship horn signal of 7 short blasts followed by 1
long blast.

The general alarm in a ship is sounded to make aware the crew on board that an
emergency has occurred such as fire, collision, grounding, or a scenario which can
lead to abandoning ship etc.

The vessel general alarm system activation point is located in the navigation bridge.
Once the general alarm signal onboard is activated; i.e. seven short one long blast (7
short 1 long blast), every ship crew must follow the instruction and duty’ s listed in
the muster list and proceed to the designated muster station.

Action to be taken by the crew once

ships general alarm is sounded:

• Proceed to the
designated muster
stations
• Listen to the Public
Addressing (PA) system
for the type of emergency
(usually announced by
OOW, Chief officer or
Captain) which is leading
to the general alarm on a
ship
• Once the nature of the
emergency is known, the
crew member must re-
group as per the Squad
and take corrective action
to tackle the situation as
per the muster plan.
2) Fire Alarm on the Ship:
Whenever there is fire detected on the vessel by its crew, he/she should raise the
alarm signal onboard ship by pressing the nearest fire switch or by loudly and
continuously shouting “FIRE FIRE FIRE”. The fire alarm signal onboard ship is
sounded as the continuous ringing of ship’s electrical bell or continuous sounding of
ship’s horn.

The fire signal on a ship must be a continuous blast of the whistle or electrical bell for
not less than 10 seconds. However, in most of the vessels, the fire signal is rung
continuously on the alarm bell.

Once the master decides for the dismissal of the crew from fire stations, the general
alarm will be sounded three times followed by three short blasts of the ship’s whistle.

Action to be taken by the crew once ships fire alarm is sounded:

• Proceed to the fire station
• Confirm the location of the fire
• Perform the duty listed in the muster list as per the team assigned

3) Man Overboard Alarm:

There have been many situations when a crew working on ship-side or a passenger
in a cruise ship fell in the water at high seas. When a man falls overboard, the man
overboard alarm sound signal is activated on the ship.
The MOB alarm sound signal comprises of vessel’s internal alarm bell for 3 long
rings to notify the crew onboard, along with 3 long blasts on ship whistle to inform the
other ships in the nearby vicinity.
A man overboard signal comprising of light and smoke can also be mounted in the
bridge, attached by the side of the lifebuoy, which when thrown in water will emit
smoke and light to draw the attention of ship’s crew or other ship around the vicinity.
Action to be taken by the crew once ships MOB alarm is sounded:
• Shout ‘Man Overboard on Starboard/Portside’
• Change over to hand steering from auto and put the wheel hard over to the
respective side (port or starboard)
• Release MOB marker from the side of the bridge wing to which MOB has
occurred. This marker is buoyant and has a self-igniting light as well as a self-
activating smoke signal
• Press the MOB button on the GPS to mark the position of the casualty for
future reference
• Sound ‘O’ on the whistle (Three prolonged blasts). This is to let the Master
and the crew know about the emergency situation. Supplement this with the
 appropriate ‘O’ flag
• Post extra lookout as soon as possible
• Sound the General Alarm on the ship’s whistle to alert everybody to proceed
to stations. This is to ensure that if the crew has not understood the three
prolonged blast for MOB, they are alerted regardless and proceed to muster
stations to assist in the recovery of the person
• Thereafter, announce the MOB situation on the ship’s PA system
• Inform the engine room of the situation and let them know that manoeuvring
will be required
• Execute the Williamsons turn (explained later)
• Keep a keen eye on the RADAR/ARPA and put the VHF on Channel 16
• Maintain a record of all the events in the Bell book
• Carry out Master’s orders
• The Chief Mate should take-over all decisions based on deck with regard to
lowering survival craft etc
• The Third Mate ought to assist the Master on Bridge
• The officer in charge at the moment must send out an “Urgency signal” on all
the communications systems to let ships in the vicinity know about the
situation
• Keep the lifebuoy (MOB marker) insight
• The rescue boat should be manned adequately with enough personnel to
carry out the rescue operation
• A portable handheld VHF must be carried by the officer in the rescue boat
• Once the person is rescued, the rescue boat must be picked up upon arrival
close to the ship along with the lifebuoy and hoisted back
• Immediate first aid should be administered if required
• An ‘Urgency Signal’ must be sent out to cancel the last transmitted MOB alert
• Appropriate entries must be made in the Ship’s Logbook
• The Master must carry out an enquiry with respect to the MOB incident and all
entries made in the Ship’s Logbook

4) Abandon Ship Alarm:

When the emergency on board ship goes out of hands and ship is no longer safe for
the crew on board ship, the signal for abandon ship is given verbally by the master to
the station in-charge or the crew on ship’s Personal Addressing (PA) system.

More than six short blasts and one prolonged blast on the ship’s whistle and same
signal on the general alarm bell is used as abandon ship alarm or sound signal
onboard ship. However, the alarm sounded is similar to a general alarm, and
everybody comes to the emergency muster station where the master or his
substitute (Chief Officer) gives a verbal order to abandon ship.

Action to be taken by the crew once Abandon ship is announced or sounded:

• Carry your lifejacket/ immersion suit to the designated muster station

 • Carry any additional items (Blanket/ ration/ water etc.) as stated under the
duty in the muster list
• Avoid taking longer route and routes going from inside the accommodation to
the muster station
• Wait for the master’s order for abandon ship

5) Navigational Alarm:
In the navigation bridge, most of the navigational equipment and navigation lights are
fitted with failure alarm. If any of these malfunctions, a ship alarm signal on the
bridge will be sounded whose details (location, equipment affected, type of problem
etc.) will be displayed on the notification screen provided on the bridge navigation
panel.

Action to be taken by the crew once the navigational alarm is sounded:

• Check which equipment the alarm is concerning to
• Try to locate the fault due to which the alarm is coming
• Rectify the fault or switch the standby equipment if needed

6) Machinery Space Alarm:

The engine room of the ship is fitted with different machinery which is continuously
monitored for its operation using control and monitoring system.
The machinery in the engine room has various safety devices and alarms fitted for
safe operation. If anyone of these machinery malfunctions, a common engine room
alarm is operated and the problem can be seen in the control room alarm panel
which will display the alarm.

Action to be taken by the crew once the engine room alarm is sounded:
• Check which machinery/system the alarm is concerning to
• Try to locate the fault due to which the alarm is coming
• Rectify the fault or switch the standby machinery if needed

7) Machinery Space CO2 Alarm:

The machinery space is fitted with a CO2 fixed fire extinguishing system. The
audible and visual alarm for the CO2 fixed firefighting system is entirely different
from machinery space alarm and other ship alarm signals for easy reorganisation.

The audible alarms shall be located so as to be audible throughout the protected

space with all machinery operating, and the alarms should be distinguished from
other audible alarms by adjustment of sound pressure or sound patterns.

The alarm should activate upon opening the release cabinet door which is used to
open and release the CO2 bottle banks.

Action to be taken by the crew once the navigational alarm is sounded:

• On outbreak of fire, the fire alarm will sound and the bridge officer will know
the location of fire. If the fire is big enough to fight with portable extinguishers,
all crew should be gathered in muster station for a head count.
• Inform the wheel house about the situation of the fire. The chief engineer
should take the decision in consent with the master to flood the engine room
with CO2 for extinguishing the fire.
• The Emergency generator should be started as CO2 flooding requires all
engine room machinery, including the auxiliary power generator to be
stopped.
• Reduce ship speed and stop the main engine at a safe location. Captain
should inform the nearest coastal authority if the ship is inside a coastal zone.
• Open the cabinet of the CO2 operating system in the fire station with the
“Key” provided nearby in the glass case. This will give an audible CO2 Alarm
in the engine room.
• Some systems and machinery like engine room blowers and fans etc. will trip
with opening of CO2 cabinet. Counter check all the tripped system for surety.
• Make sure there is no one left inside the engine room by repeating the head
count.
• Operate all remote closing switches for quick closing valve, funnel flaps, fire
flaps, engine room pumps and machinery, water tight doors etc.
• Air condition unit of ECR should be stopped.
• Close all the entrance doors of the engine room and make sure the room is air
tight.
• Operate the control and master valve in the CO2 cabinet. This will sound
another alarm and after 60 seconds time delay CO2 will be released for fire
extinguishing.
• If there is a need to enter the engine room for rescuing a person (which must
be avoided), SCBA sets and life lines should be used. Safety of personnel
should be of the highest priority during such incidences.

8) Cargo Space CO2 Alarm:

The cargo spaces of the ship are also fitted with a fixed firefighting system which has
a different alarm when operated. The audible and visual alarm for the CO2 fixed
firefighting system is entirely different from other ship alarms the audible alarm
should be distinguished from other alarms in a ship by adjustment of sound pressure
or sound patterns.

Action to be taken by the crew once the navigational alarm is sounded:

 • Take a head count of the crew
• Ensure the cargo hold is sealed and no crew is inside
• Ensure all the ventilation system for cargo hold are shut
• Related Read: 8 Mistakes You Should Never Make While Handling CO2 Fire
Fighting System

9) Ship Security Alarm System:

As per the SOLAS Chapter XI regulation XI-2/5, all ships shall be provided with a
ship security alert system. The Ship Security Alarm system (SSAS) is a silent alarm
system sounded in a pirate attack emergency. When the SSAS is activated, no
alarm is sounded onboard ship, nor it alerts other vessels in the vicinity. This signal
notifies different coastal authorities or competent authority, whose proximity the ship
is presently operating via a global satellite system to inform about the piracy.

Different Alarm signals of the vessel are clearly described in the muster list along
with the action to be carried out so that all the crew member can perform their duties
within no time in an actual emergency. It is of extreme importance that a seafarer
must know the different types of alarms in a ship and to recognize which emergency
it represents.

Internal communication equipment

Interior Sound System – whereas indicating system communicate only raw facts or
orders, sounds systems can amplify and make recommendations on the information
that has been transmitted by the indicating systems, since the voice is used, the
scope of information is almost infinite.

• Multi – channel and Public Address System

• Telephones
• Voice Tubes
• Sound Powered Telephones

Internal Communication – In sharp contrast to the internal system are those that
provide rapid and reliable external communications, they break down into three
major classes: electronic and visual. The later two are further broke down as
follows:

• Radiotelegraph
• Teletypewriter
• Radioteletypewriter
• Radiotelephone
• Computer / Digital
• Facsimile
• Television

Importance of obtaining accurate information

Accurate knowledge of dangerous or polluting goods being carried on board ships is

essential to the effectiveness of safety and pollution response operations at sea. It is
vital to minimize safety hazards and ensure a quick and effective response to
maritime incidents, saving lives and property, and preventing pollution.
6. Procedures for the relief, maintenance, and handover of a watch

When handing over the watch the Watchkeeping Officer must first ensure that the
Relieving Officer is fit for duty. If there is reason to believe that the latter is not
capable of carrying out the watchkeeping duties effectively, the master shall be
notified. It is vital that all relevant information is exchanged between the
Watchkeeping Officer and the Relieving Officer.

When changing over the watch, relieving officers should personally satisfy
themselves regarding the following:

1. Standing orders and other special instructions of the master relating to

navigation of the ship.
2. Position, course, speed and draught of the ship.
3. Prevailing and predicted tides, currents, weather and visibility and the effect of
these factors upon course and speed.
4. Procedures for the use of main engines to manoeuvre when the main engines
are on bridge control, and the status of the watchkeeping arrangements in the
engine room.
5. The ship security status.
6. Sufficient time has been allowed for night vision to be established and that
such vision is maintained.
7. Navigational situation, including but not limited to:
• The operational
condition of all
navigational and
safety equipment
being used or likely to
be used during the
watch.
• The errors of the
Gyro and Magnetic
compasses.
• The presence and
movements of ships
in sight or known to
be in the vicinity.
• The conditions and
hazards likely to be
encountered during
the watch.
• The possible effects
of heel, trim, water density and squat on underkeel clearance.
7. Responsibilities of a look out
A Look-out is a deck crewmember who is assigned/stationed on the forecastle deck
or on the bridge. His primary duty is to report to the officer of the
watch or the conning officer of whatever sightings which include…..
Reports are not only limited to sightings but also include hearing of sound
signals by other vessels, navigational aid, etc.
Lookouts are the "eyes" and "ears" of the ship.
• Watercraft
• land
• lights
• rocks
• shoals
• buoys, beacons
• floating objects
• discolored water
• or anything of interest for the safe navigation

✓ Be vigilant at all times by sight and hearing and other available means, with
regard to any significant change in the operating environment.
✓ Must not be impaired by fatigue or have sufficient rest (at least 6 hours
continuous).
✓ Must be able to give full attention to the keeping of a proper look-out and no
other duties shall be undertaken or assigned which could interfere with that
task.
The duties of the look-out and helmsman are separate. The helmsman shall
not be considered to be the look-out while steering, except on board small
ships where an unobstructed allround view is provided at the steering position
and there is no impairment of night vision or other impediment to the keeping
of a proper look-out.
✓ During nighttime, conducts regular verification on all running lights, if still
burning.
✓ Should be knowledgeable with the International Distress Signals.
✓ Should be familiar with the bearing and range procedure in reporting contacts.
✓ Should be familiar with the light shapes and sound signals per
✓ International Regulations for Preventing Collisions at Sea.
✓ Shall be aware of the serious effects of operational or accidental pollution of
 the marine environment and shall report observations to the officer of the
watch.

IALA Buoyage Systems

IALA buoyage system provides six types of marks:

• Lateral marks
• Cardinal marks
• Isolated danger Marks
• Safe Water Marks
• Special Marks
• Emergency Wreck Marking Buoy

1. LATERAL MARKS: The lateral marks help to indicate which side of the waterway
is to be followed. The port marks should be kept to the vessel’s left side and
starboard marks to its right.
However, when a vessel travels downstream, the position of marks will change
accordingly, i.e. port marks on its right side while starboard marks on its left.
When a channel divides to form more than one way, a modified lateral mark is then
used to indicate the “preferred channel”. A preferred channel is indicated by red and
green horizontal bands on the lateral mark.
If you find that the marks are numbered, it indicates that the sequence follows the
conventional direction of buoyage.
Every buoy is identified by their colour, shape, top marks, light and the rhythm of
light.
The table below will give a better illustration of the buoys found in Region A and B
respectively.
LATERAL MARKS REGION A:

PORT HAND MARKS STARBOARD HAND MARKS

COLOUR RED GREEN

BUOY SHAPE CYLINDRICAL(CAN), PILLAR, SPAR CONICAL, PILLAR, SPAR

SINGLE GREEN CONE POINTING

TOPMARK SINGLE RED CYLINDER(CAN)
UPWARD

LIGHT COLOUR RED GREEN

ANY APART FROM COMPOSITE ANY APART FROM COMPOSITE GROUP

LIGHT RYTHM
GROUP FLASH (2+1) FLASH (2+1)

PREFERRED CHANNEL TO
PREFERRED CHANNEL TO PORT
STARBOARD

RED, GREEN, RED GREEN, RED, GREEN HORIZONTAL

COLOUR
HORIZONTAL STRIPES STRIPES

CYLINDRICAL(CAN), PILLAR,
BUOY SHAPE CONICAL, PILLAR, SPAR
SPAR

SINGLE GREEN CONE POINTING

TOPMARK SINGLE RED CYLINDER(CAN)
UPWARD

LIGHT COLOUR RED GREEN

COMPOSITE GROUP FLASH

LIGHT RYTHM COMPOSITE GROUP FLASH (2+1)
(2+1)
LATERAL MARKS REGION B:

PORT HAND MARKS STARBOARD HAND MARKS

COLOUR GREEN RED

CYLINDRICAL(CAN), PILLAR,
BUOY SHAPE CONICAL, PILLAR, SPAR
SPAR

SINGLE GREEN SINGLE RED CONE POINTING

TOPMARK
CYLINDER(CAN) UPWARD

LIGHT COLOUR GREEN RED

ANY APART FROM COMPOSITEANY APART FROM COMPOSITE

LIGHT RYTHM
GROUP FLASH (2+1) GROUP FLASH (2+1)

PREFERRED CHANNEL TO
PREFERRED CHANNEL TO PORT
STARBOARD

GREEN, RED, GREEN RED, GREEN, RED HORIZONTAL

COLOUR
HORIZONTAL STRIPES STRIPES

CYLINDRICAL(CAN), PILLAR,
BUOY SHAPE CONICAL, PILLAR, SPAR
SPAR

SINGLE GREEN SINGLE RED CONE POINTING

TOPMARK
CYLINDER(CAN) UPWARD

LIGHT COLOUR GREEN RED

COMPOSITE GROUP FLASH

LIGHT RYTHM COMPOSITE GROUP FLASH (2+1)
(2+1)
Region A – Starboard Hand Mark

Region A – Starboard Hand Mark

Region A –Port Hand Mark

Region A – Port Hand Mark

Region A – Preferred Channel To Starboard

Region A – Preferred Channel To Port

Region A Buoyage System As Seen On A Chart– Note That Vsl Is Outbound

Region B – Port Hand Mark

Region B – Starboard Hand Mark

Region B Port Hand Mark – Spar

Ship Entering Por Of Busan, South Korea – Region B

Ship Entering Region B – View From The Aft Of A Vessel

Region B Buoyage System As Seen On A Chart

2. CARDINAL MARKS :

Cardinal marks are used in conjunction with the compass to indicate where the
mariner may find the best navigable water. They take their name from the quadrant
in which they are placed. They have the same colour and same shape irrespective of
the regions A and B.

There are 4 cardinal marks named after the four cardinal points of the compass;
NORTH, SOUTH, EAST AND WEST. Each mark can be distinguished from one
another from their top marks, buoy colour and rhythm of light. When a cardinal mark
is seen, remember that clear and navigable water lies on the named side of the
mark.

So suppose that you are on an easterly course and you see a north cardinal mark
ahead of you, it should strike to your mind that safe navigable water is on the north
side of the cardinal mark, and therefore you should alter your course to port.
Cardinal marks are also used to draw attention to a feature in a channel such as a
bend, junction, branch or end of a shoal.
Remembering the buoys and its top marks is not a challenge if you commit these key
points to memory- North and South cardinal top marks are pretty easy to remember
as they follow the direction North and South.

North cardinal top marks point upwards while the south top marks point downwards.
East cardinal top mark pretty much takes the shape of an egg and can be associated
with the Easter egg. West cardinal top mark can be compared to the waist of a
woman – tapering towards the centre.

The rhythm of light can be related to the face of a clock. All cardinal marks exhibit
white light. The table below describes the light rhythm for each cardinal mark.
 NORTH CARDINAL MARK EAST CARDINAL MARK

BLACK WITH A SINGLE

COLOUR BLACK ABOVE YELLOW
HORIZONTAL YELLOW BAND

BUOY SHAPE PILLAR OR SPAR PILLAR OR SPAR

2 BLACK CONES POINTING

TOPMARK 2 BLACK CONES, BASE TO BASE
UPWARDS

LIGHT COLOUR WHITE WHITE

LIGHT RYTHM VQ OR Q (UNINTERRUPTED) VQ (3) OR Q(3)

SOUTH CARDINAL MARK WEST CARDINAL MARK

YELLOW WITH A SINGLE

COLOUR YELLOW ABOVE BLACK
HORIZONTAL BLACK BAND

BUOY SHAPE PILLAR OR SPAR PILLAR OR SPAR

2 BLACK CONES POINTING 2 BLACK CONES, POINTING

TOPMARK
DOWNWARDS TOWARDS EACH OTHER

LIGHT COLOUR WHITE WHITE

VQ(6) + LONG FLASH OR Q(6) +

LIGHT RYTHM VQ (9) OR Q(9)
LONG FLASH

Note that Quick flashing light (Q) has a flash frequency of 50 to 60 flashes every
minute and a Very Quick flashing light (VQ) has a flash frequency of at least 100 to
120 flashes every minute.
West Cardinal Mark- 2 Cones Pointing Towards Each Other
North Cardinal Mark- 2 Cones Pointing Upwards
East Cardinal Mark- 2 Cones Pointing Away From Each Other
 South Cardinal Mark- 2 Cones Pointing Downwards
3. SAFE WATERMARKS:

Unlike other marks that use horizontal stripes, this is the only mark to use vertical
stripes. Safe watermark does not point to any danger but specifies that safe
navigable water is all around the mark.
Safe water marks are instrumental to mariners as they indicate the beginning of a
marked channel. So when a mariner sees a safe watermark on a chart, he should
soon realize that he is approaching a channel.

It is the demarcation between open sea waters and confined waters. It indicates the
entrance to any port. It also points out the best point of the passage under a fixed
bridge.

Safe watermark uses a red ball as a top mark. Safe watermarks can be used in a
line to mark navigable safe water route through shallow areas.

SAFE WATERMARK

COLOUR RED AND WHITE VERTICAL STRIPES

BUOY SHAPE PILLAR, SPAR, SPHERICAL

TOPMARK SINGLE RED SPHERE

LIGHT COLOUR WHITE

ISOPHASE, OCCULTING, 1 LF EVERY 10 SECS OR

LIGHT RHYTHM
MORSE CODE ‘A’
4. ISOLATED DANGER MARKS:

As the name suggests, these buoys are used to mark dangers to shipping. They
highlight and bring to the attention of mariners any hazards or dangers to safe
navigation.

These marks are erected or moored above the danger to alert mariners of any peril
ahead. An isolated danger mark indicates that there is navigable water all around the
mark.

These marks can be distinguished from other marks by their top marks, which
consist of 2 black spheres one above the other and by their colour – black with one
or more red horizontal bands. The rhythm of light, group flashing 2 can easily be
retained in memory by correlating to its top mark -2 black spheres.
ISOLATED DANGER MARK

COLOUR BLACK WITH ONE OR MORE RED HORIZONTAL BANDS

BUOY SHAPE PILLAR OR SPAR

TOPMARK 2 BLACK SPHERES, DISPOSED of VERTICALLY

LIGHT COLOUR WHITE

LIGHT RYTHM GROUP FLASHING 2

5. SPECIAL MARK:

Special marks are used to denote mariners’ areas with special features. They do not play
any major role in facilitating mariners in safe navigation. They only point out areas of certain
interests to mariners. The nature of such areas can be found by consulting the charts or
Sailing Directions.

Special marks may indicate spoil grounds, military exercise areas, recreational zones,
boundaries of anchorage areas, cables and pipelines, Dead ends, mooring areas, protected
areas, marine farms or aquaculture, oil wells, ODAS(Ocean Data Acquisition System) which
gather information about wind speed, pressure, salinity and temperature.

These marks can easily be demarcated from other buoys by their yellow colour and topmark
which is a cross.

SPECIAL MARK

COLOUR YELLOW

OPTIONAL BUT MUST NOT CONFLICT WITH THAT USED

BUOY SHAPE
FOR A LATERAL OR SAFE WATERMARK

TOPMARK SINGLE YELLOW CROSS – ‘X’ SHAPED

LIGHT COLOUR YELLOW

LIGHT RYTHM ANY RHYTHM NOT USED FOR WHITE LIGHT

6. EMERGENCY WRECK MARKING BUOY:

These buoys have come into existence much later compared to the other 5 types of
marks. The sinking of the MV Tricolour in the Dover Strait in 2002 introduced the
emergency wreck marking buoy in the IALA buoyage system.

The wreck was struck further by 2 other ships causing havoc damage to shipping
and loss of life. Post this incident, it was immediately necessary to mark such new
dangers so that it is readily recognized by ships as a new hazard and further
collisions are prevented from occurring.

Emergency wreck marking buoys mark newly discovered unsurveyed dangers which
are yet to be announced and declared in nautical publications and charts.

This buoy is placed as close as possible to the wreck and unlike other buoys, is
designed to provide a highly conspicuous visual and radio aid to navigation.
EMERGENCY WRECK MARKING BUOY

COLOUR YELLOW AND BLUE STRIPES – MINIMUM 4 MAXIMUM 8

BUOY SHAPE PILLAR OR SPAR

TOPMARK UPRIGHT YELLOW CROSS +

LIGHT COLOUR YELLOW

ANY RHYTHM NOT USED FOR WHITE LIGHT

LIGHT RYTHM B 1.0S + 0.5S + Y 1.0S + 0.5S
Had IALA not emerged with the idea of having a uniform, single buoyage system
worldwide, there would have been lots of confusion and conflict among seafarers
navigating all over the world and safety of navigation would be jeopardized.

IALA maritime buoyage system has helped to overcome these difficulties to a great
extent s thereby aiding mariners of all nationalities, navigating anywhere in the world
to fix their position and avoid dangers without fear of ambiguity, now and for the
years to come.

IALA which is a non-governmental body has worked dedicatedly over the years to
exchange information and recommend improvements to navigational aids based on
the latest technology.

The implementation of IALA buoyage system began in the 1980s. Still many of the
countries across the globe remain to adopt and follow the IALA system. The change
to the new system, although gradual is happening slowly.

8. Helm orders
If assigned as Helmsman:
✓ Must be able to understand and execute steering orders.
✓ Must be familiar with the steering system (alarm, etc.) used on board.
✓ Should know the proper procedures in change over operation from manual
steering to autopilot and vice versa, and non-follow up.
✓ In areas of high traffic density or in all other hazardous navigational situations,
must be able to take control of the ship's steering (manually) immediately.
✓ Must be familiar with rudder, steering and maneuvering characteristic of the
vessel.
✓ Must report to the officer of the watch any malfunctions on the steering
system.

Standard Wheel Orders

All wheel orders given should be repeated by the helmsman and the officer of the
watch
should ensure that they are carried out correctly and immediately. All wheel orders
should be
held until countermanded. The helmsman should report immediately if the vessel
does not
answer the wheel.
When there is concern that the helmsman is inattentive s/he should be questioned:
"What is your heading ?" And s/he should respond:
"My heading is ... degrees."

1. Midships Rudder to be held in the fore and aft position.

2. Port / starboard five 5° of port / starboard rudder to be held.
3. Port / starboard ten 10°of port / starboard rudder to be held.
4. Port / starboard fifteen 15°of port / starboard rudder to be held.
5. Port / starboard twenty 20° of port / starboard rudder to be held.
6. Port / starboard twenty-five 25°of port / starboard rudder to be held.
7. Hard -a-port / starboard Rudder to be held fully over to port / starboard.
8. Nothing to port/starboard Avoid allowing the vessel’s head to go to
port/starboard
. 9.Meet her Check the swing of the vessel´s head in a turn.
10. Steady Reduce swing as rapidly as possible.
11. Ease to five / ten / fifteen / twenty Reduce amount of rudder to 5°/10°/15°/20°
and hold.
12. Steady as she goes Steer a steady course on the compass headin g indicated
at
the time of the order. The helmsman is to repeat the
order and call out the compass heading on receiving
the order. When the vessel is steady on that heading, the helmsman is to call out:
"Steady on ..."
13. Keep the buoy/ mark/ beacon/ ... on port side / starboard side.
14. Report if she does not answer the wheel.
15. Finished with wheel, no more steering.

When the officer of the watch requires a course to be steered by compass, the
direction in which s/he
wants the wheel turned should be stated followed by each numeral being said
separately, including zero, for example:
Port, steer one eight two 182°
Starboard, steer zero eight two 082°
Port, steer three zero five 305°

On receipt of an order to steer, for example, 182°, the helmsman should repeat it
and bring the vessel round steadily to the course ordered. When the vessel is steady
on the course ordered, the helmsman is to call out:
"Steady on one eight two".
The person giving the order should acknowledge the helmsman's reply.

If it is desired to steer on a selected mark the helmsman should be ordered to:

"Steer on ... buoy / ... mark / ... beacon". The person giving the order should
acknowledge
the helmsman's reply.

9. Use of magnetic and gyro compasses

Magnetic Compass

MAGNETIC COMPASS – a typical liquid magnetic compass consist of a liquid-filled

bowl in which a floating graduated card, usually made of mica or aluminum, is
attached to a hemispherical float supported by a pivot, jewel-bearing cap. A ring
magnet is mounted beneath the card, with its magnetic axis parallel to the north-
south marking on the card.

Gyro Compass

GYRO COMPASS – an instrument used to direct ship’s heading receiving its

directive force from a gyroscope operated by electric motors.
Parts of Magnetic Compass
It is important to have an understanding of compass operation, as it is one of the
most useful tools that you can have, and is small and inexpensive enough that every
member of a search team should have one. The following is a discussion of the main
parts of a compass and their usage.

Base Plate - This is the fixed portion of the compass, upon which all other parts are
attached.

North Seeking Arrow (Needle) - This is the magnetic needle which always points to
Magnetic North.

Bezel Ring - The rotating dial which is marked in increments.

Index Line - The line to which the selected mark on the bezel ring must line up with.

Orienting Arrow - The arrow on the base plate, to which the North Seeking Arrow
must align.

Direction of Travel Arrow - The arrow, which you will follow to reach the desired
direction.
Parts of Gyro Compass
A modern gyrocompass unit consists of a master unit, a control cabinet, a
power supply unit a speed unit, and auxiliary electrical transmission and alarm
units.

1. Master compass consists of a sensitive element of gyroscope

The compass card has illumination facility and its brightness is adjustable.

2. Control cabinet – computing and amplifying circuitry components.

3.Transmission unit consists of amplifiers and repeater switches. It is used to

transmit the heading data of the master compass to the repeater compasses
and other equipment such as auto pilot, radar direction finder etc.

4.Power adapter is used for converting the ship’s power supply into the power
necessary for operating the static inverter and transmission units. For
continuous operating of this gyrocompass we need standby power supply
system.

5.Repeater Indicates the ship’s heading shown by master compass by means

of a signal from the transmission unit.

12. Pyrotechnic distress signals, satellite EPIRBs and SARTs

Pyrotechnic distress signals

If there is one type of boating safety equipment you are unlikely to use until you need
it in an emergency, it's pyrotechnic/visual distress signals: flares, rockets, smoke
signals, and other attention-getting devices that burn, sputter, smoke, or explode.
The Coast Guard requires boaters to carry approved visual distress signals, and
approves two types: pyrotechnic and non-pyrotechnic devices. The non-pyrotechnic
approved device is a three foot orange flag for day use only. (Dye markers and
signal mirrors, though useful to attract attention and often carried by boaters, are not
Coast Guard approved.)

In the pyrotechnic category, the regulations are broad and how you fill the
requirements for your particular type of boating is fairly flexible. The choices include
a variety of red handheld or aerial flares for day and/or night use, and devices that
emit orange smoke for daytime use. The Coast Guard sets a 42-month service life
and expiration dates are stamped on the devices. The International Maritime
Organization approves signals for commercial use on the high seas with a SOLAS
(Safety of Life at Sea) rating. These devices far exceed Coast Guard standards for
luminosity and many boaters use the more expensive SOLAS devices for the added
margin of safety they provide. If you opt for pyrotechnics, you must carry three
devices approved for day and/or night use, but beyond that, you have the choice to
mix and match what you wish to carry. By far, pyrotechnics are the popular choice
and the majority of boaters opt to meet minimum Coast Guard requirements with
handheld flares or gun-launched meteors that are approved for day/night use.

But is that the best choice for you? And with the variety of pyrotechnic devices on the
market, are there others that would be better for the kind of boating you do?

Since few boaters get the chance to actually use pyrotechnics visual distress signals
prior to an emergency, the BoatU.S. Foundation for Boating Safety decided to test a
range of commonly available Coast Guard approved devices. We hope this vicarious
visit with visual distress signals will help you think through your options in making
what could be life-saving decisions.
EPIRBs

EPIRBS are for use in maritime applications. The 406 MHz EPIRBs are divided into
two categories. Category I EPIRBs are activated either manually or automatically.
The automatic activation is triggered when the EPIRB is released from its bracket.
Category I EPIRBs are housed in a special bracket equipped with a hydrostatic
release. This mechanism releases the EPIRB at a water depth of 3-10 feet. The
buoyant EPIRB then floats to the surface and begins transmitting. If you own a
Category I EPIRB, it's very important that you mount it outside your vessel's cabin
where it will be able to "float free" of the sinking vessel.

Category II EPIRBs are manual activation only units. If you own one of these, it
should be stored in the most accessible location on board where it can be quickly
accessed in an emergency.

406 MHz beacons are digitally coded and transmit distress signals without delay.
This means that even a brief inadvertent signal can generate a false alert. To avoid
getting a call from the Coast Guard make sure that when you test your EPIRB you
follow the manufacturer's recommendations carefully. Or, follow these guidelines for
general beacon testing & inspecting procedures.

• In distress activates 406 EPIRB.

• EPIRB’s repeating SOS signal is detected by earth-orbiting satellites.
• Signal is forwarded to ground station for verification.
• Ground station notifies central command (MCC) to initiate search and rescue.
• MCC notifies the Coast Guard or the Air Force Rescue Coordination Center
(RCC) nearest to the boater’s location.
• The RCC calls BoatU.S. for vessel description prior to leaving base. RCC
dispatches applicable search and rescue resources.
SARTs

SART or Search and Rescue Transponder is extremely vital equipment on the ship
as it performs the job of a signal-man.

It is a vital machine during distress for it helps in locating the position of the vessel in
case it goes off-track.
SARTs are made of waterproof components which protects it against damage by
water.
SARTs are essentially battery-operated, hence can be operative for a long time.
SARTs are of use in ships, lifeboats and liferafts. They are the most supportive
machines in case of an unprecedented emergency. SARTs are designed to remain
afloat on the water for a long time in case the vessel finds itself submerged in water.
 • SART is made of fibre-reinforced plastic which can withstand and bear the
prolonged exposure to sunlight and extreme
weather conditions
• It is capable of floating free of the survival craft
• International orange in colour
• SART is mounted on a mounting bracket which is
fixed to a bulkhead on a ship, on the bridge
• It operates on the 9GHz frequency band (9.2 to
9.5 GHz) and generates a series of clips on the
radar it is interrogated by (3 cm/X Band radar).
• They can either be portable or fixed permanently
into the survival craft
• The SART is activated manually and hence
responds only when interrogated
• When activated in a distress situation, the SART
responds to radar interrogation by transmitting a
signal which generates 12 blips on the radar and
turns into concentric circles as the range between
the two reduces
• On the PPI, the distance between the blips will be
0.6 miles
• This signal is very easy to spot than a signal echo
from say, a radar reflector
• The SART also has an audio or visual indication
of its correct operation and informs survivors
when interrogated by the radar
• An audible beep is heard every 12 seconds when
there are no radars in sight and every 2 seconds
when interrogated by radar

SARTs – General features, location and functioning

• SART is made of fibre-reinforced plastic which can withstand and bear

the prolonged exposure to sunlight and extreme weather conditions
• It is capable of floating free of the survival craft
• International orange in colour
• SART is mounted on a mounting bracket which is fixed to a bulkhead on
a ship, on the bridge
• It operates on the 9GHz frequency band (9.2 to 9.5 GHz) and generates
a series of clips on the radar it is interrogated by (3 cm/X Band radar).
• They can either be portable or fixed permanently into the survival craft
• The SART is activated manually and hence responds only when
interrogated
• When activated in a distress situation, the SART responds to radar
interrogation by transmitting a signal which generates 12 blips on the
 radar and turns into concentric circles as the range between the two
reduces
• On the PPI, the distance between the blips will be 0.6 miles
• This signal is very easy to spot than a signal echo from say, a radar
reflector
• The SART also has an audio or visual indication of its correct operation
and informs survivors when interrogated by the radar
• An audible beep is heard every 12 seconds when there are no radars in
sight and every 2 seconds when interrogated by radar

Carriage Requirement

• Passenger ship- at least 02

• Cargo ship 500 GT and above- at least 02
• Cargo ship 300 GT and above- at least 01
• 1 on each survival craft

Battery Requirement

• In standby condition, operational for 96 hours

• In working condition, operational for 08 hours
• Battery should be replaced every 2 to 5 years
• Operable in temperature between -20 deg to 55 deg

SART Test Procedure

Self Test (General)

• Switch SART to test mode

• Hold SART in view of the radar antenna
• Check that visual indicator light operates
• Check that audible beeper operates
• Observe radar display and see if there are concentric circles on the PPI
• Check the battery expiry date

Self Test (Typical)

• Remove SART from the bracket

• Insert the probe into the SART at 2 seconds interval; the lamp flashes
and the beeper sounds
• Observe concentric circles on the X band radar

In case of a false activation, switch the SART off immediately. Transmit a DSC
safety alert on VHF Channel 70. Transmit a safety broadcast by RT on VHF Channel
16 to all stations indicating your ID and position and that you wish to cancel your
false alert which was transmitted in error.
13. Avoidance of false distress alerts and action to be taken in event of
accidental activation

Guidelines for the avoidance of false distress alerts

1 Administrations should:

.1 inform shipowners and seafarers about the implications of the rising number of
false distress alerts;

.2 take steps to enable ships properly to register all GMDSS equipment, and ensure
that this registration data is readily available to RCCs;

.3 consider establishing and using national enforcement measures to prosecute

those who:

.3.1 inadvertently transmit a false distress alert without proper cancellation, or who
fail to respond to a distress alert due to misuse or negligence;

.3.2 repeatedly transmit false distress alerts; and

.3.3 deliberately transmit false distress alerts;

.4 use the International Telecommunication Union violation reporting process for

false distress alerts, or for failure to respond to a distress alert relayed from shore-to-
ship;

.5 ensure that all relevant ship personnel know how GMDSS equipment operates,
the importance of avoiding false distress alerts, the steps to be taken to prevent
transmission of such false distress alerts, and the procedures to be followed when a
false distress alert has been transmitted;

.6 inform type-approval authorities of false distress alert problems, in order to draw

their attention to the testing and alerting functions of radio equipment during the type
approval process;

.7 urge companies installing radio equipment to ensure that relevant ship personnel
are made familiar with the operation of the installed equipment;

.8 investigate the cause when a specific model of GMDSS equipment repeatedly

transmits unwanted distress alerts, and inform the appropriate organizations
accordingly;

.9 ensure that surveyors and inspectors are informed about GMDSS equipment, and
particularly about how to operate and test it without transmitting a false distress alert;
and

.10 require that GMDSS radio operators be appropriately certificated.

2 Manufacturers, suppliers and installers should:

.1 design equipment for distress alerting so that:

.1.1 it will not be possible to transmit a distress alert unintentionally;

.1.2 the panel for emergency operation is separated from the one for normal
operation and is partially fitted with a cover, and the switches on the panel are clearly
classified by colouring; and

.1.3 there are standardized arrangements of operation panels and operational

procedures;

.2 design test features so that the testing of GMDSS equipment will not result in the
transmission of false distress alerts;

.3 ensure that any distress alert activation is indicated visually or acoustically, or both
and shows that the equipment is transmitting a distress alert until manually
deactivated;

.4 ensure that the satellite EPIRB position on board, installations (including the
release and activation mechanisms) and handling procedures preclude unwanted
activation (designing the EPIRB so that when it is out of its bracket it must also be
immersed in water to activate automatically, and so that, when operated manually, a
two-step activation action is required);

.5 provide clear and precise operational instructions that are easy to understand
(maintenance and operational instructions should be separated, and should be
written both in English and in any other language deemed necessary);

.6 ensure that when any GMDSS equipment has been installed, the necessary
instructions are given to ship personnel, drawing specific attention to operational
procedures (a record should be kept that such instructions have been given); and

.7 ensure that supply and installation personnel understand how the GMDSS works,
and the consequences of transmitting a false distress alert.

3 Trainers and educators should:

.1 ensure that maritime education centres are informed about false distress alert
problems and their implications for SAR, the GMDSS, etc., and procedures to be
followed if a false distress alert is transmitted, and include them in their teaching
programmes;
.2 obtain and use actual case histories as examples;

.3 emphasize the need to avoid false distress alerts; and

.4 ensure that no inadvertent transmission of a false distress alert occurs when

training on GMDSS equipment.

4 Companies, masters and seafarers should, as appropriate:

.1 ensure that all GMDSS certificated personnel responsible for sending a distress
alert have been instructed about and are competent to operate, the particular radio
equipment on the ship;

.2 ensure that the person or persons responsible for communications during distress
incidents give the necessary instructions and information to all crew members on
how to use GMDSS equipment to send a distress alert;

.3 ensure that as part of each "abandon ship" drill, instruction is given on how
emergency equipment should be used to provide GMDSS functions;

.4 ensure that GMDSS equipment testing is only undertaken under the supervision of
the person responsible for communications during distress incidents;

.5 ensure that GMDSS equipment testing or drills are never allowed to cause false
distress alerts;

.6 ensure that encoded identities of satellite EPIRBs, which are used by SAR
personnel responding to emergencies, are properly registered in a database
accessible 24 hours a day or automatically provided to SAR authorities (masters
should confirm that their EPIRBs have been registered with such a database, to help
SAR services identify the ship in the event of distress and rapidly obtain other
information which will enable them to respond appropriately);

.7 ensure that EPIRB, Inmarsat and DSC registration data is immediately updated if
there is any change in information relating to the ship such as owner, name or flag
and that the necessary action is taken to reprogramme the ships new data in the
GMDSS equipment concerned;

.8 ensure that, for new ships, positions for installing EPIRBs are considered at the
earliest stage of ship design and construction;

.9 ensure that satellite EPIRBs are carefully installed in accordance with

manufacturers' instructions and using qualified personnel (sometimes satellite
EPIRBs are damaged or broken due to improper handling or installation. They must
be installed in a location that will enable then to float free and automatically activate
if the ship sinks. Care must be taken to ensure that they are not tampered with or
accidentally activated. If the coding has to be changed or the batteries serviced,
manufacturers' requirements must be strictly followed. There have been cases where
EPIRB lanyards were attached to the ship so that the EPIRB could not float free;
lanyards are only to be used by survivors for securing the EPIRB to a survival craft
or person in water);

.10 ensure that EPIRBs are not activated if assistance is already immediately
available (EPIRBs are intended to call for assistance if the ship is unable to obtain
help by other means, and to provide position information and homing signals for SAR
units);

.11 ensure that, if a distress alert has been accidentally transmitted, the ship makes
every reasonable attempt to communicate with the RCC by any means to cancel the
false distress alert using the procedures given in the appendix;

.12 ensure that, if possible, after emergency use, the EPIRB is retrieved and
deactivated; and

.13 ensure that when an EPIRB is damaged and needs to be disposed of, if a ship is
sold for scrap, or if for any other reason a satellite EPIRB will no longer be used, the
satellite EPIRB is made inoperable, either by removing its battery and, if possible,
returning it to the manufacturer, or by demolishing it.

Actions to be taken in the event of sending a false distress alert or accidental

activation of satellite EPIRB and SART

Cancellation procedures for false distress alert

On VHF

• Switch off the transmitter immediately if the false alert is detected during
transmission.

• Now switch on equipment and set to CH-16

• Make broad cost to “all stations” giving the ships name. call sign, MMSI
number and cancel the false distress alert.

Example

✓ All station (3x)

✓ This is
✓ Name (3x) Call Sign/MMSI no.
✓ Cancel my distress alert date, time (UTC)
✓ Master
✓ Name of ship/call sign/MMSI date/(UTC)0
On MF

• Switch off transmitter immediately if the false alert is detected during

transmission.
• Switch on equipment and set to 2182khz.
• Make broadcast to “All Stations”, giving the ships Name. call sign, MMSI no
and cancel the false distress alert.

On HF

• We will use same procedure as for MF band, but the alert will be cancelled on
all the frequency bands on which the alert was transmitted. The transmitter
should therefore be tuned consecutively to the radio telephone distress
frequency in the 4,6,8,12 and 16mhz bands.

Note:

• Avoid sending false alert, the DSC distress alert will be received at greater
distances than the cancellation by the wider transmission.
• If the see is of receiving vessel is not mentioned then assume, vessel (it is in
the same area as the alerting vessel)
• Never (Under Any circumstances), attempt to use the DSC equipment’s to
relay a relayed distress alert. Such action can initiate a chain of misleading
relays and responses to several RCCs.