Translation of letter SI-20.148/99/BA dated 25 January 1999
Re; GMDSS
Dear Sir,Madam,
The 1st of February 1999 is nearly there. From this date on GMDSSwill enter into force for all Solas ships and for all ships registered in the Kingdom to which the Shipping Act is applicable.
A reservation is made for fishing vessels < 45 m for which an extension is granted until the 1't of January 2000.
You will be advised regarding the GMDSSequipment for fishing vesselsin due course.
The retrofitting of existing ships is in full swing. In this letter a summary is given of the latest interpretations and also repliesto the toost relevant questions.
I. Trading and sea areas
As it may be known in GMDSS the sea area is the criterium for the required equipment. A ship may be constructed and equipped for worldwide trading but the actual trading area is limited to NW Europe - Mediterranean because of the GMDSSequipment (A2).
Also a ship constructed for 30' trading area and equipped for sea area A1 may be permitted to sail only from the Nethedands.Transport by ship to another part of the world is possiblebut before a Certificate of Sea worthiness is issued a check whether the trading area isan At sea area will be carried out.
The map with GMDSS sea areas is continual[y changing, More and more areas are getting A2 coverage. This will result in a continuous update of the present Nethedands trading area NW Europe- Mediterranean.
In order not to unnecessarily restrict the rnobility of ships it is decided to partially end the relation between trading and sea area.
This approach has the following consequences:
- in the Certificate of Seaworthiness the trading area will be mentioned for which the ship is constructed and equipped with respect to lifesaving, fire fighting and safety equipment;
- it is also mentioned that the trading area is restricted by the GMDSS sea area. As expressed in the (radio) safety certificate. In this certificate is also mentioned how many GMDSS radio operators are required and which certificate they need;
- for ships without a (radio) safety certificate ( less than 500 GT or 300 GT) in the Certificate of Seaworthiness not only the trading area but also the GMDSS sea area will be mentioned, as well as the required certificates for the radio operator(s);
- ships for a worldwide trading area shall be equipped for at least A2 sea area;
- sailing ships classed with Register Holland with trading area ||| or IV shall be equipped for at least A2 sea area,
The afore mentioned approach means that the toaster and owner are merely responsible in deciding whether a ship in all respects is equipped and manned to fulfil an intended voyage. On a ship not equipped for A3 sea area it might be necessary to determine every voyage whether the GMDSS equipment is sufficient.
The Shipping Inspectorate takes it for granted that this responsibility will be taken seriously. Severe measures
will be taken in case of sailing outside the permitted sea area.
The Shipping Inspectorate will show no mercy and will not provide assistance when ships are detained by port state authorities because of sailing outside their sea area.
01. Trading and sea areas
Translation of letter SI-20.148/99/BA dated 25 January 1999
Re; GMDSS
Dear Sir, Madam,
The 1st of February 1999 is nearly there. From this date on GMDSSwill enter into force for all Solas ships and for all ships registered in the Kingdom to which the Shipping Act is applicable.
A reservation is made for fishing vessels < 45 m for which an extension is granted until the 1't of January 2000.
You will be advised regarding the GMDSS equipment for fishing vessels in due course.
The retrofitting of existing ships is in full swing. In this letter a summary is given of the latest interpretations and also replies to the toost relevant questions.
1. Trading and sea areas
As it may be known in GMDSS the sea area is the criterium for the required equipment. A ship may be constructed and equipped for worldwide trading but the actual trading area is limited to NW Europe - Mediterranean because of the GMDSSequipment (A2).
Also a ship constructed for 30' trading area and equipped for sea area A1 may be permitted to sail only from the Nethedands.Transport by ship to another part of the world is possiblebut before a Certificate of Sea worthiness is issued a check whether the trading area isan At sea area will be carried out.
The map with GMDSS sea areas is continual[y changing, More and more areas are getting A2 coverage. This will result in a continuous update of the present Nethedands trading area NW Europe - Mediterranean. In order not to unnecessarily restrict the rnobility of ships it is decided to partially end the relation between trading and sea area.
This approach has the following consequences:
- in the Certificate of Seaworthiness the trading area will be mentioned for which the ship is constructed and equipped with respect to lifesaving, fire fighting and safety equipment;
- it is also mentioned that the trading area is restricted by the GMDSS sea area. As expressed in the (radio) safety certificate. In this certificate is also mentioned how many GMDSS radio operators are required and which certificate they need;
- for ships without a (radio) safety certificate ( less than 500 GT or 300 GT) in the Certificate of Seaworthiness not only the trading area but also the GMDSS sea area will be mentioned, as well as the required certificates for the radio operator(s);
- ships for a worldwide trading area shall be equipped for at least A2 sea area;
- sailing ships classed with Register Holland with trading area ||| or IV shall be equipped for at least A2 sea area,
The afore mentioned approach means that the toaster and owner are merely responsible in deciding whether a ship in all respects is equipped and manned to fulfil an intended voyage. On a ship not equipped for A3 sea area it might be necessary to determine every voyage whether the GMDSS equipment is sufficient.
The Shipping Inspectorate takes it for granted that this responsibility will be taken seriously. Severe measures will be taken in case of sailing outside the permitted sea area.
The Shipping Inspectorate will show no mercy and will not provide assistance when ships are detained by port state authorities because of sailing outside their sea area.
02. EGC receiver
In compliance with the Shipping Order, Annex V art.6 (5) every ship shall be equipped with means for the reception of maritime safety information. A ship sailing in an afea where no Navtex is available but with INMARSAT coverage, shall be equipped with an EGCsystem.
In the "International Safety / Manual", pages 48 and 49. the various options of "classes of mobile earth
stations" are listed, such as incorporated EGC and EGC receiver options.
At this moment "class of Inmarsat-C" equipment is not generally available.
The present situation in which the EGC recelver may be part of the Inmarsat-C class 2 equipment, can be continued.
03. Epirb''s
An epirb shall be of a NSI approved type and has to be encoded with at least the MMSI number of the ship.
Installation on board of an epirb shall be in compliance with the manufacturer`s manual. Periodical inspections shall be carried out in compliance with the same manual.
At the time of the annual radio equipment survey, the surveyors shall test the epirb more extensively.
Once every two years an epirb shall be inspected by the manufactures of a person assistent by hem.
It is recommended to carry out this inspection every year.
To avoid problems at the statutory annual inspection of the radio equipment it is recommended to have readily available a report of this annual inspection, carried out by a recognised service station.
In a future Solas amendment (MSC 69(69), entry into force 1-7-2002) an annual inspection of the epirb will become compulsoiry.
In Kingdom ships the epirb is not required to have a buoyant lanyard as this line is frequently used in the wrong
way (aspainter or as lashing).
04. False alerts
The number of false alerts of 406 MHz epirb's is reducing but is still too high.
If an epirb is sending a false alert during inspection or because of another reason, it is important to inform the
nearest coast station as soon as possible. Costly and unnecessary search and rescue actions can so be avoided.
The Shipping lnspectorate is very keen to receive reports on technical failures of epirb's.
Not only false alerts of epirb's are a burden but also those of other GMDSS equipment give the coast guard
stations a Iot of unnecessary work.
For your information please find enclosed MSC/Circ.861 "Measures to reduce the number of false distress
alerts".
This circular pays attention to false alerts caused by all GMDSS equipment and I request you to follow
the recommendations mentioned in this circular.
05. Navtex
Navtex is required in all ships.
Ships less than 300 GT and sailin'g in a trading area 30' from the Netherlands cour, may be exempted from this
requirement.
For every individual ship an application for exemption shall be submitted.
06. Portable VHF
Portable VHF's destined for use in the survival craft shall be of watertight type. Portable VHF's installed on board before 1-2-1995 which were not of a watertight type. were permitted to remain on board as long as they were in good condition but not longer than 1-2-1999. This transition time has now been ended.
An exemption may be made for portable VHF's in use on board of fishing vessels and small ships (< 24m, 30 miles trading area). The non-GMDSS portable VHF's are still accepted, on condition that the battery charger is installed on a permanent location in the wheelhouse.
Number of portable VHF's required: Fishing vessels | - < 24m, within trading area 1: | 1 portable VHF |
| - < 24 m, outside trading area 1: | 2 portable VHF |
| - >24 m but < 45m: | 2 portable VHF |
| - > 45m: | 3 portable VHF |
| Passenger ships: | 3 portable VHF |
| cargoships > 500 GT: | 3 portable VHF |
| cargoships < 500 GT: | 2 portable VHF |
|
|
| ships < 2 m. and trading area 30 miles from coast: |
| - > 300 GT: | 2 portable VHF |
| - < 300 GT: | 1 portable VHF |
|
|
| sailing ships ( < 40 m and < 36 passengers): | 2 portable VHF |
07. 2182 kHz watch receiver
After 1 February 1999 the 2182 kHz watch receiver is not required any more, Listening on this frequency is also not required any longer.
08. Radio direction finder
A radio direction finder (RDF) is required for ships > 1600 GT also after 1-2-1999 as Iong as SOLAS is not amended.
For ships built after 1-2-1995 the RDF does not need to have capabilities for homing on 2182 kHz.
In accordance with article 96 of the Shipping Order an exemption may be granted for installatior of a RDF.
Another reliable electronic means for the navigation is required.
09. Assessment of GMDSS equipment
When applying for an initial Safety Certificate or Safety Radio Certificate it must be dear for which GMDSS sea area the ship will be equipped.
The following drawings, diagrams etc. are required and have to be submitted for approval:
- arrangement of antenna`s (including radar, scanner(s) and satcom antenna(s)
- list of equipment
- means of remote control if GMDSS equipment is not located in wheelhouse
- wheelhouse arrangement showing the location of the GMDSS equipment
- diagrams of power supply of GMDSS equipment
The same is applicable for existing ships being equipped in accordance with GMDSS.
The initial inspection of the equipment will be generally performed by a surveyor of the Netherlands'
Radiocommunication Department (RDR). On a case by case basis another authority or organisation may be authorised to perform the inspection. An inspection report will then be made.
After assessment of this report by RDR a certificate will be issued by the Shipping Inspectorate.
10. Power supply of GMDSS equipment
The technical interpretation of the requirements for the power supply of GMDSS equipment needs clarification.
Not only for small ships but also for Solas ships.
Annex 1 to this letter provides recommendations and guidelines on the requirements for power supply of GMDSS equipment.
I also send you a copy of Comsar/Circ.16 "Guidelines for energy sources for GMDSS equipment".
Check of GMDSS battery
In accordance with the requirements the capacity of the batteries has to be annually checked at a time when the ship is not at sea ( Solas, Ch.IV, Reg, 13.6.2).
A capacity measurement of modern maintenance free batteries can only be performed when all correct data (electromotive force and internal resistance of cells) and designated measurement equipment are available.
Generally speaking this can only be performed by the manufacturer of the battery or his representative. In practice it appears that the check is hardly ever properly executed.
To avoid problems at the statutory annual inspection of the radio equipment it is recommended to have ready available a report of this annual check, carried out by a recognised firm.
11. Non propelled ships
GMDSS is not applicable for Kingdom ships without propulsion.
However, if such a ship has a certificate for manned operations, an approved means of communication (VHF) is
required. In that case, as part of the live saving appliances, also at least one portable GMDSS VHF is required.
12. Shore based maintenance
The availability and proper functioning of the GMDSS equipment shall be ensured. This may be met by maintenance on board, duplication of the equipment or by shore based maintenance (SBM). A combination of at least two of these methods is required for ships in A3 and A4.
As for Kingdom ships maintenance on board is no option and in A1 and A2 duplication is nota requirement, for
ships in these sea areas shore based maintenance is required.
At the radio survey it must be shown that SBM has heen ensured, for instance by showing a SBM contract.
Evidence on board showing that in the various ports en route sufficient maintenance facilities for the equipment on board are available, is another acceptable way of SBM.
Inspection of the service manuals might give additional in formation.
13. Certificates
The transition of "conventional" certificates to HSSC certificates has been completed.
Ships not yet equipped in accordance with GMDSS have been provided with full term HSSC certificates.
It is the responsibili[y of the toaster and/or owner to modify his ship in time ( prior to 1-2-1999) otherwise the (radio) safety certificate ceases to be valid.
It is expected that Port State Control authorilies will be pay special attention to radio equipment after that date.
14. GMDSS operators certificates
In ships sailing in A1 only one of the watch officers on the bridge shall be in the possession of at leasta Marcom
B certificate.
In ships sailing outside A1 all watch officers on the bridge shall be in the possession of Marcom A.
As in accordance with article 113 of the Shipping Order the toaster or a mate shall be on the bridge as watch officer, also the toaster shall be in the possession of a Marcom A certificate.
15. Equipment
a. Satcom8
Besides Satcom A and C also Satcom B, category 1, has been approved as GMDSS equipment.
b. Satcom C
In accordance with IMO Res.807(19) a Satcom C shall have means to activate a distress alert at the conning position and at another designated position (at the terminal itserf).
As in modern, GMDSS equipped ships the equipment is Iocated on the bridge, at or nearby the conning position, a distress button near the terminal itself is considered to be sufficient.
This button shall not be part of the keyboard. It shall be clearly marked (red with indication "distress") and it shall be protected by a transparent cover. In this way the requirement is ful filled to do two separate actions in order to initiate a distress alarm.
These requirements are applicable to every distress button of GMDSS equipment.
Non-Sola satcom C equipment with capabilities for alerting were not permitted. However, in circular 01/99 the
Netherlands' Radiocomrnunication Department announced that this type of equipment is now conditionally
permitted. A copy of this circular is annexed to this letter.
c. VHF with DSC
DSC shall be class A or B. Class D is also acceptable when it is proved that the equipment complies with the general requirements applicable to GMDSS equipment (see IMO Res.A. 694).
d. Spare parts
The regulations do not include specific requirements for spare parts.A spare antenna is not required, but spare bulbs and fusesare needed.
e. Duplication
Equipment which has been fitted as duplication shall be provided with its own antenna.
f. Type approved equipment
Equipment shall be type approved. Equipment which has the "steering wheel", showing that the equipment has been approved in accordance with directive EC 96/98, is automatically approved in accordance with the Netherlands' Shipping Act.
When retrofitting th radio equipment to GMDSS it is possible to use the existing equipment. However, the new
components shall be type approved and the whole installation shall comply with the GMDSS requirements.
In the type approval procedure further interpretation or clarification of a requirement is sometimes desired. In MSCICirc.862, annexed to this letter, some clarifications and interpretations are given. These have aleady been applied to the type approval of equipment intended for Netherlands' ships.
16. Required GMDSS documentation
Besides the required manuals for the equipment on board in accordance with the Radio Regulations and Shipping Order at least the following documentation is required:
- Manual of the use of maritime mobile and maritime mobile satellite services (ITU publication)
- Manual for restricted / general maritime radio communication (Netherlands' publications)
- ITU list VII A: List of call signs and MSI-numbers
- List of Radio Signals, volume 1: Coast Radio Stations
- List of Radio Signals, volume 2: Radio Navigational Aids, Electronic Position Fixing Systems
- List of Radio Signals, volume 3: Weather Services and Navigational Warnings
- List of Radio Signals, volume 5: Global Maritime Distress Safety System
- List of Radio Signals, volume 6: Vessel Traffic Services, Port Operations and Pilot Services.
17. Listening watch VHF channel 16
At the 68th MSC session in London it has been decided that the requirement of continuous listening match VHF
on channel 16 shall be rnaintained until 1 Februari 2005 (see MSC 77(69)).
Continuous listening on radio telephone distress frequency 2182 kHz is not required any longer after 1 Februari 1999.
Listening on channel 13 is up to the master.
18. Other matters not directly related to GMDSS
a. power supply of GPS
GPS can be fitted as additional equipment or as equivalent of other equipment (log, radio direction finder). In the latter the power supply of the GPS shall be identical as tor other navigation equipment. When the GPS is
filled as replacement of the speed log (two GPS receivers are required) or as part of the Electronic Navigation CharL (ENC) the power supply shall be in compliance with the relevant GMDSS requirement, so main,
emergency and reservesupply.
This is also required when the GPS is used as input for the position information in distressmessages, now already required for passengerships and 1 July 2002 for other ships.
b.performance monitor (PM)
Radars fitted on board of ships > 500 GT shall be provided with a pedormance monitor, Recently the Shipping Inspectorate has decided that a PM is not required for the second radar. Also the radar on board of a ship > 500
GT, with a trading area 30' from the coast, does not have to have a PM. A request for exemption shall be sent to the Shipping Inspectorate.
c. millennium
Finally, I wish to draw your attention to the importance of a thorough investigation and inventarisation as to whether your navigation and communication equipment is millennium proof.
Yours truly,
Head Shipping Inspectorate,
on behalf,
Head. Policy Support and Advice Department,
P.D. Langebaert
19. Inmarsat C, maritirne use
Dear Sirs,
This circulaire revokes circutaire 01/98.
Inmarsat distinguishes two categories of Inrn-C terminals:
• SOLAS terminals
• non-SOLAS terminals
Requirements for SOLAS Inm-C terminals
SOLAS terrninals are primarily intended for ships to which GMDSS is applicable. These ternninals are perrnitted only in the configuration as type approved and fittted in accordance with the requirernents of inmarsatand they shall comply with:
• IMO Res.A. 807 "Performance Standards Inm-C SES"
• IMO circulaire MSC/Circ.862 with additional interpretations of alerting requirernents as mentioned in Res.A. 807 (see enclosure)
• IEC 945 "General requirements" ( EN60945). with EMC and environrnental requirernents for cornrnunication anti navigation equiprnent intended for shipborne use.
Requirements for non-SOLAS Inm-C terminals
Inmarsat permits the use of non-SOLAS Inm-C terminals with other, not by Inmarsat approved peripheral equipment as Iong as the installation is perforrning satisfactority.
On board of ships to which GMDSS is applicable non-SOLAS terminals may be fitted as additional equipment. Superseding Circ.01/98 non-SOLAS terminals with alerting facilities are now permitted.
However, the alerting shall be in compliance with the operational requirements as applicable for SOLAS terminals and the installation complies to at least the EMC requirements of IEC 945.
Measurements to prevent false alerts
Since the introduction of GMDSS in 1992 the nurnber of false alerts of GMDSS equipment increased year by year. Consequently IMO decided to revise some IMO performance standarcls for GMOSS equiprnent in 1996.
The revision rneant a change of the operational requirernents for alerting devices of GMDSS equipment. The revised performance standards entered into force on 23 November '1996 and were also applicable for SOLAS
Inm-C terrninals. In practice it rneant that only equiprnent complying with the revised standards rnay be fitted on board after that date. Equipment already approved had tobe rnodified. I wish to emphasize that MSC/Circ.862 is applicable to rneans of alerting of all GMDSS equipment.
20. Subject Electric supply systems for GMDSS installations.
Contact:
ing R. Wierda
Date:
December1998
Out reference:
SI/21.834/98/B&A
Subject:
Subject Electric supply systems for GMDSS
Ladies and gentleman,
Herewith you are receiving a message about the way the electric supplies for GMDSS installations on principle have to be performed on board seagoing Netherlands merchant and dredging vessels. For fishing vessels slightly different regulations are being composed; about these you will be informed later.
Caused by the many questions arising about this subject recently, from
which it appears the performance of the electric supply system not to
be clear, the problems have been drawn up and discussed together
with the Netherlands Radio communications Agency (RDR).
Thus the enclosed information sheet with diagram sheet has been
originated, on which an example is reproduced for every type of ship.
The shown diagrams are to be considered as guidelines, by which the approval of the mandatory submitted drawings is ensured if carried out in these ways. In case of aberrant diagrams being presented for approval procedure, a further review is necessary, whereby the principle starting points will be maintened anyway.
For ships being ordered before, or being under construction as from the
year 1999 the practical objections against already designed
installations to be modified can be taken into account on out part.
I assume having informed you satisfactory with this letter.
Yours sincerely,
Ing R. Wierda
21. Electric supply systems dor GMDSS installations
on board Netherlands merchant, dredging and sailing vessels.
After the start of the phased introduction of the GMDSS, things regarding the supply system still remained hot clear, also because the diagram shown together with the elucidation shows no unambiguous designations as the term 'emergency / main switchboard' is used near the supply bars, without being appointed the way these two switchboards have to be connected
to.
Regarding the vessels of which the emergency source of electrical power fully complies with Solas 1974 Chapter I1-1 Regulation 42 or 43 and 44, it is stated in Chapter IV Regulation 13 that 'at all times. While the ship is at sea, there shall be available a supply of eleetric energy'. If the supply for the GMDSS installation. Like it is done usually until now, can only be provided for by the emergency switchboard -apart from by the reserve battery (with capacity for 1 hour) It will be impossible to provide supply from the main switchboard in case the emergency switchboard gets out of order. Only remaining the period of one hour supply by the
reserve battery. Although the main source of electrical power is in normal operational mode. This is contrary to Regulation 13, because in normal operation mode the electric energy from the main generators is available through the main switchboard, but this cannot be used for the supply of the GMDSS installation caused by the absence of a connection, which is
naturally unacceptable for this installation, of which shall be able to make use of until the ultimate moment.
Therefore from now on two supply lines shall have to be installed in such a way that, like it is required for the navigating lights and the general alarm, by means of a change-over switch (preferably automatic) can be changed from the main switchboard supply to the emergency switchboard supply.
Regarding the vessels of which the emergency source of power does not comply with the concerning regulations of Solas 1974. It can be said that the performance of the emergency source of electric power delivers insufficient guaranties to be sure of the supply of electric energy and its duration in behalf of the GMDSS installation.
On board these vessels at all times a reserve battery with a capacity for 6 hours shall be installed, while the normal supply is obtained from the main switchboard. Supply from the emergency switchboard is permitted indeed, but not obliged.
This category of ships embraces all ships of less than 500 GT, as well as generally the ships of 500 GT and upwards of which the keel was laid before the 1" July 1986, being the date on which Solas 1974 became into force for Netherlands vessels.
In order to elucidate the systems of electric supply for GMDSS, a number of six example diagrams is following hereafter, of which one is always applicable to one type of ship, viz.:
• Ships of 500 GT and upwards of which the vessels emergency source of electrical power complies with the concerning Solas regulations,
• Ships of 500 GT and upwards of which the vessels emergency source of electrical power does not comply with the concerning Solas regulations,
• Ships of less than 500 GT, including small vessels (<_24m whereby="whereby" the="the" main="main" electric="electric" installation="installation" consists="consists" of="of" a="a" three-phase="three-phase" a.c.="a.c." distribution="distribution" system="system" served="served" by="by" more="more" than="than" one="one" generator="generator" br="br" xmlns="http://standaarden.overheid.nl/puc/terms/" xmlns:puc="http://standaarden.overheid.nl/puc/terms/" xmlns:xsi="http://www.w3.org/2001/XMLSchema-instance" xmlns:xhtml="http://www.w3.org/1999/xhtml">• Small vessels (<_24m whereby="whereby" the="the" main="main" electric="electric" installation="installation" consists="consists" of="of" a="a" _24="_24" volts="volts" d.c.="d.c." with="with" buffer="buffer" storage="storage" batteries="batteries" br="br">• Sailing vessels classified by Register Holland (max. length 40m and max. number of passengers 36) for sea area Al, and
• Sailing vessels classified by Register Holland (max. length 40m and max. number of passengers 36) for sea area A2.
Afbeelding 1Afbeelding 2Afbeelding 3Afbeelding 4 22. Measures to reduce the number of false distress alerts
1. The Maritime Safety Commitee, at its sixty-ninth session (11 to 20 may 1998) being concerned with the high percentage of false distress alerts which have been experienced in many GMDSS radio systems during the last years, noted the significant increase in the number of SOLAS convention ships which will be fitted with GMDSS equipment prior to 1 february 1999.
2. The Commitee also noted the large number of non-convention ships which are expected to fit GMDSS equipment in the coming years and recognized that false alerts already impose a considerable burden on Rescue Co-ordination Centres (RCCs) and divert SAR recources away from real distress situations and therefore also reduce confidence of seafarers.
3. Recognizing also that the numbers of false distress alerts could be even more severe in the coming years due to the expected large increase in the number of GMDSS installations, unless effective measures to reduce or eliminate false distress alerts are implemented and being aware that investigations into false distress alerts indicate that a large portion of these are caused by a combination of operational errors ans equipment being inadequately protected against initiation of false distress alerts, the Commitee therefore considered that measures were urgently needed to eliminate or reduce the danger of false distress alerts being transmitted as a consequence of the combination referred to. To this effect, it decided to urge Member Governments:
.1 to ensure that all GMDSS equipment being manufactured and installed on ships comply fully with the latest IMO performance standards including, where relevant, a dedicated and protected distress button as the only means of initiating a distress alert;
.2 to require shipowners when ordering GMDSS equipment for their ships to seek and ensure from manufacturers that such equipment complies fully with the latest IMO performance standards;
.3 to encourage manufacturers of GMDSS radio equipment to investigate as a matter of urgency the possibilities for modifying equipment not fitted with a dedicate and protected distress button as the only means on initiating transmission od a distress alert, so as to be fitted with such a facility, and to advise Governments and shipowners on the suitability for such modifications;
.4 to consider establishing requirements for GMDSS radio equipment not fitted with a dedicated and protected button as the only means of distress alerting to be modified so as to incorporate such facilities;
.5 to encourage manufacturers further also to co-operate so as to agree on common standarts and simplification of operating equipment design, especially related to the facilities and layout for initiating, and responding to, distress alerts;
.6 to encourage shipowners and manufacturers further to provide facilities and information enabling personal having radio duties to familiarize themselves with the equipment involved and how it should be operated in a correct manner, including the avoidance of transmitting false distress alerts;
.7 to take appropriate measures to ensure compliance with all relevant requirements applicable to ships fitted with GMDSS equipment, including that ships to which such requirements apply, be fitted with a dedicated and protected distress button; and
.8 to bring COMSAR/Circs. 2 and 12 concerning the operational performance of the DSC system to the attention of shipowners, ship masters and seafarers.
23. Clarifications of certain requirements in IMO performance standards for GMDSS equipment
1. The Maritime Safey Commitee at its sixty-ninth session (11 to 20 may 1993), approved the following clarifications of certain requirements in IMO performance standards for GMDSS equipment, developed by the Sub-Commitee on Radiocomminications and Search and Rescue (COMSAR) , at its tirth session (23 to 27 February 1998), with a view to reducing the number of false distress alerts. The Commitee was of the opinion that such clarifications would assist Member Government in deciding whether equipment installed O|| or afther 1 February 1999 meets these requirements.
.1 "Dedicated Distress Button"
This button should not be any key of an ITU T input panel or an ISO keyboard associated with the equipment and should be physically separated from functional buttons/keys used for normal operation. This button should be a single button for no other purpose than to initiate a distress alert.
.2 "Clearly Indentified"
The distress button should be red in colour and marked "DISTRESS". Where a non-transparant protective lid or cover is used, it should also be marked "DISTRESS".
.3 "Protected Against Inadvertent Activication"
The required protection of the distress button should consist of a spring loaded lid or cover permanently attached to the equipment by e.g., hinges. It should not be necessary for the user to remove aditional seals or to break the lid or in cover in order to operate the distress button.
The operation of the distress button should generate a visible and audible indication. The distress button should be kept pressed for at least 3 seconds. A flashing light and an intermittent accoustic signal should start immediately. After the 3 seconds the transmission of the distress alert is initiated and the indentication should become steady.
.4 "At Least Two Independent Actions"
Lifting of the protective lid or cover is considered as the first action. Pressing the distress button as specified above is considered as the second independent action.
.5 "Interrupting The Distress Alert At Any Time"
It should be possible to interrupt repetitive transmissions of distress messages. Such operation should not interrupt the transmission of a distress aletr or distress message in progress but should prevent repetitive transmissions of a distress message.
2. Member Government are invited to bring the above clarifications to the attention of radio equipment manufacturers, shipowners, seafarers and all others concerned.
24. Uninterruptable power supplies (UPS)
1 INTRODUCTION
The UPS should meet the general requirements set out in regulation |V/13 of SOLAS 1974, as amended, and in resolution A.694(17) as applicable, and should also comply with the following requirements.
2 GENERAL
2.1 As uninterruptable power supplies system (UPS) is defined as a device which for a specific period of time supplies continuous power to radio equipment of any power failures in the ship`s main of emergency source of electric energy.
2.2 The UPS should comprise at least:
.1 an automatic charger, complying with the requirements of paragraph 4.5 these guidelines ans annex 2; and
.2 rechargeable accumulator batteries, complying with the requirements of annex 1.
3. CONTROLS AND INDICATORS
Provisions should be made for an aural alarm and visua indocation at the position from which the ship is normally navigated, indicating any failure in the UPS which is not already monitored by the alarm and indicators required by paragraph 5 of these guidelines and by annex 2.
4. READINESS
The UPS should be operational within 5 s of switching on.
5. SAFETY PRECAUTIONS
The UPS should be so designed and constructed that it is protected against damage from disconnecting the batteries or, with the battery disconnected, short-circuiting the UPS battery connections. If this protection is provided by electronic means automatically reset following removel of open or short-circuit conditions.
25. Guidelines on the configuration on the reserve source or sources on energy used to supply radio installations on GMDSS ships
1 INTRODUCTION
1.1 the radio reserve source os source of energy should meet to requirements set out in regulation |V/13 of SOLAS 1974, as amanded, and in IMO resolutions A.694(17) and A.702(17), as applicable, and should also comply with the following requirements.
1.2 The configuration os such reserve source of energy could comply with recommendations of annexes 1,2 and 3 of these guidelines, as applicable.
2 GENERAL
2.1 Where the reserve source of energy consist of rechargeable acculator batteries, the arrangement may consist either of batteries used solely in the absence of ships supply of electral energy (see paragraph 3) or of batteries used in an uninterruptable power supply (UPS) configuration ( see paragraph 4)
2.2 Only equipment specified in regulation |V/13 of SOLAS 1974, as amended, and paragraphs2.1.1 and 2.1.2 of the annex to resolition A.702(17) may be connected to the reserve source of source of energy.
2.3 Any ship`s navigational or other equipment providing to the radio installation an input of information, which is needed to ensure its proper performance, should be connected to the ship`s main and emergency supply and to the reserve source of energy to ensure an uninterruptable input of information.
2.4 To dertermine the electrical load to be supplied by the reserve source of energy for each radio installation required for distress conditions, the following formula should be applied:
1/2 of the current consumption necessary for transmission
+ the current consumption for reception
+ the current consumption of any additional loads.
2.5 If a manual change-over switch is provided in the configuration, this switch should be clearly marked and readily accessible to the operator.
3 BATTERIES USED SOLELY IN THE ABSENCE OF SHIP`S SUPPLY
3.1 A single battery maybe provided for the radio in the installation specified in regulations |V/13.2, 13.4, 13.5 and 13.8 of SOLAS 1974, as amended. The capacity of the battery should be sufficient for the load determinated in paragraph 2.4 in compliance with the requirements of regulations |V/13.2 and 13.4 of SOLAS 1974, as amended, taking in consideration duplication equipment when provided.
3.2 The charging current of the automatic battery should be sufficient to comply with regulation |V/13.6.1 for the load determined in paragraph 2.4 (see annex, paragraph 2.1)
3.3 The supply lines from the battery distribution panel to each radio installation of both the basic and the dublication equipment should be indenpendant and fused serparately.
3.4 In case of interruption of the ship`s supply, as well as upon its recovery, the change-over between the radio reserve source of energy and the ship`s supply may be manual or result in the loss of data stored in memory.
3.5 The change-over between the ship`s supply and the radio reserve source energy should not require any of the equipment connected to it to be re-initialized manually and should not result in the loss of data stored memory.
3.6 Any fault in the battery or battery charger should not impair or reduce the functional availebility of any GMDSS equipment while energised from the ship`s supply.
4 BATTERIES USED IN AN UNINTERRUPTABLE POWER SUPPLY UPS CONFIGURATION
4.1 A single UPS may be provided for the radio installation specified in regulations |V/13.2, 13.4, and 13.8 of SOLAS 1974, as amended. The UPS should comply with the load determined in paragraph 2.4 and the requirement of regulations |V/13,2. 13.4 and 13.6 of SOLAS 1974, as amended, taking into consideration duplication equipment when provided.
4.2 To provide for a failure of the single UPS, a second UPS or means for direct supplying the radio installation from ship`s main or emergency supply should be installed and available permanently.
4.3 The change-over to the second UPS ot to the ship`s supplies may be manual or automatic.
4.4 This change-over should not require any of the equipment connected to it to ve re-initialized manually and should not result in the loss of data stored in memory.
4.5 The capicity of the battery charger or chargers used in the UPS configuration should be sufficient to comply with regulation |V/13.6.1 for the load determined inparagraph 2.4 and that all equipment connected can be operated.