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Actions by ships upon reception of VHF DSC distress alert
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REMARKS:
Note1: Appropriate or relevant RCC and/or Coast Station shall be informed accordingly. If further DSC alerts are received from the same source and the ship in distress is beyond doubt in the vicinity, a DSC acknowledgement may, after consultation with an RCC or Coast Station, be sent to terminate the call.
Note 2: In no case is a ship permitted to transmit a DSC distress relay call on receipt of a DSC distress alert on VHF channel 70.
CS = Coast Station RCC = Rescue Co-ordination Center
LISTEN ON VHF CH 16 FOR 5 MIN RESET SYSTEM INFORM CS ANDOR RCC.
IS THE ALERTACKNOWLEDGEDBY CS ANDOR RCC?
IS DISTRESS TRAFFIC IN PROGRESS?
IS THE DSC DISTRESS CALL CONTINUING?
IS OWN VESSEL ABLE TO ASSIST?
ACKNOWLEDGE THE ALERT BY RADIOTELEPHONY TO THE SHIP IN DISTRESS ON VHF CH 16
ENTER DETAILS IN LOG: DSC DISTRESS ALERT IS RECEIVED
ACTIONS BY SHIPS UPON RECEPTION OF VHF / MF DSC DISTRESS ALERT
REMARKS:
Note1: Appropriate or relevant RCC and/or Coast Station shall be informed accordingly. If further DSC alerts are received from the same source and the
ship in distress is beyond doubt in the vicinity, a DSC acknowledgement may, after consultation with an RCC or Coast Station, be sent to
terminate the call.
Note 2: In no case is a ship permitted to transmit a DSC distress delay call on receipt of a DSC distress alert on either VHF or MF channels.
CS = Coast Station RCC = Rescue Co-ordination Center
LISTEN ON VHF CH 16 / 2182 kHz FOR 5 MIN
RESET SYSTEM, INFORM CS AND OR RCC
IS THE ALERT ACKNOWLEDGED BY CS AND OR RCC?
IS DISTRESS TRAFFIC IN PROGRESS?
IS THE DSC DISTRESS CALL CONTINUING?
IS OWN VESSEL ABLE TO ASSIST?
ACKNOWLEDGE THE ALERT BY RADIOTELEPHONY TO THE SHIP IN DISTRESS
ON VHF CH 16 / 2182 kHz
ENTER DETAILS IN LOG: DSC DISTRESS ALERT IS RECEIVED
ACTIONS BY SHIPS UPON RECEPTION OF HF DSC DISTRESS ALERT
NOTE 1: If it is clear the ship or persons in distress are not in the vicinity and/or other crafts are better placed to assist, superflous communications which could
interfere with search and rescue activities are to be avoided. Details should be recorded in the appropriate logbook.
NOTE 2: The ship should establish communications with the station controlling the distress as directed and render such assistance as required and appropriate.
NOTE 3: Distress relay calls should be initiated manually.
CS = Coast Station RCC = Rescue Co-ordination Center
LISTEN ON ASSOCIATED RTF OR NBDP CHANNEL(S) FOR 5 MIN
IS THE ALERT ACKNOWLEDGED OR RELAYED BY CS AND OR RCC?
IS DISTRESS COMMUNICATION IN PROGRESS ON ASSOCIATED RTF CHANNELS?
IS OWN VESSELABLE TOASSIST?
CONTACT RCC VIA MOST EFFICIENT MEDIUM TO OFFER ASSISTANCE
RESET SYSTEM
ENTERDETAILSIN LOG: HF DSC DISTRESS ALERT IS RECEIVED
TRANSMIT DISTRESS RELAY ON HF TO COAST STATION AND INFORM RCC
7.
Ship Reporting Systems
See MAREP/POSREP at: https://home.planet.nl/~kluijven/vhf.html
· MAREP
· POSREP
· POLREP
| Navigation in the Dover Strait https://www.mcga.gov.uk/publications/SITE/safetyofnavigation/pdf/mgn128.htm |
| Note to Shipowners, Masters and all concerned with the Navigation of Seagoing Vessels This note supersedes MGN 29 (M+F) Summary Introduction 1.)The Dover Strait and its approaches are among the busiest shipping lanes in the world and pose serious problems for the safety of navigation. The traffic separation scheme, its associated inshore traffic zones, the Channel Navigation Information Service (CNIS) and the mandatory reporting system (referred to as CALDOVREP) have been designed to assist seafarers to navigate these waters in safety. There is therefore a need for careful navigation in this area in accordance with the International Regulations for Preventing Collisions at Sea 1972 (as amended) and for use to be made of the CNIS and the CALDOVREP scheme. MGN 28 contains guidance on the observance of traffic separation schemes in general. Details of the CALDOVREP scheme and CNIS are contained in the Admiralty List of Radio Signals Vol. 6 Part 1 and the Mariner’s Routeing Guide for the English Channel and Southern North Sea (BA Chart No.5500).The International Regulations for Preventing Collisions at Sea are to be found in Merchant Shipping Notice No. M1642/COLREG 1. 2.)The number of collisions in the Dover Strait and its approaches has declined since the introduction of the traffic separation scheme and its mandatory application for all ships in 1977. Nevertheless the risk of collision is ever present and heightened if vessels do not comply with the requirements of the scheme, and Rule 10 in particular. 3.)MANDATORY REPORTING SYSTEM On 1 July 1999, a mandatory reporting system CALDOVREP was introduced, which replaced the existing system MAREP/POSREP. All vessels over 300gt must report as follows: i)NE-bound traffic to Gris Nez Traffic via VHF Ch 13 when abeam the Bassurelle lightbuoy (50°33’N; 000°58’E). ii)SW-bound traffic to Dover Coastguard via VHF Ch 11 not later than crossing a line drawn from North Foreland Light (51°23’N; 001°27’E) to the Belgian and French borders (51°05’N; 002°33’E). iii) Vessels which are not under command, anchored in the traffic separation scheme, restricted in their ability to manoeuvre or with defective navaids are also required to report. Inshore Traffic Zones 4.) The French Inshore traffic zone extends from Cap Gris Nez in the north to a line drawn due west near Le Touquet in the South. The English Inshore Traffic Zone (EITZ) extends from a line drawn from the western end of the scheme to include Shoreham to a line drawn due South from South Foreland. 5.) A vessel of less than 20 metres in length, a sailing vessel and vessels engaged in fishing may, under all circumstances, use the English and the French inshore traffic zones. With respect to the application of Rule 10(d) to other vessels, it is the view of the MCA that, where such a vessel commences its voyage from a location beyond one limit of either zone and proceeds to a location beyond the further limit of that zone, it should use the appropriate lane. Exceptions to this are when a vessel is calling at a port, pilot station or destination or sheltered waters within that zone. In all other cases, vessels should use the appropriate lane of the traffic separation scheme if it is safe to do so, unless some abnormal circumstances exist in that lane. In this context reduced visibility in this area is not considered by the MCA as an abnormal circumstance warranting the use of the zone. 6.)Traffic surveys in the area show that, in general, the interest of safety are best served by excluding from the EITZ as many vessels, other than those with a clear need or right to use it, as possible. Accordingly, the MCA will consider legal action against vessels using the EITZ when they can safely use the appropriate traffic separation lane, (other than those exempted by Rule 10(d). NE-bound vessels voyaging to the Thames or East Coast ports are required to use the NE-bound lane of the scheme where they can safely do so. A ruling on whether in any particular case a Master of a NE-bound vessel is justified on safety grounds in choosing to use the EITZ rather than the NE-bound lane is for the Courts to decide in the light of individual circumstances. It should be noted that neither CNIS, or HM Coastguard has authority to interpret the Collision Regulations or grant permission for vessels to use the EITZ in contravention of Rule 10(d). Masters deciding that circumstances warrant their use of the EITZ should report their decision to CNIS. Passage Planning/Crossing Traffic Lanes 7.)Radar surveillance surveys show that many vessels proceeding from the NE Lane towards the Thames and East Coast ports use the MPC buoy as a turning point irrespective of the traffic present in the SW lane. Masters are reminded that crossing the lane in compliance with Rule 10(c) can be made anywhere approximately 5 miles to the NE or SW of the MPC Buoy. In selecting the crossing point regard should be given to traffic in the SW Lane and the need to avoid the development of risk of collision situations with such traffic. Surveillance surveys also indicate that risk of collision increases if cross channel traffic, leaving Dover or the Calais approach channel, shape courses without due regard to the traffic situation in the adjacent lane. Vessels proceeding along the traffic lanes, in meeting their obligations under Rules 15 and 16, are often observed making substantial course alterations and their actions are frequently complicated when traffic converges within a particular lane. Attention is therefore drawn to the need for cross channel traffic to take into account this possible situation arising when passage planning. Consideration should also be given to where the lane is to be crossed so that the collision risk situations can be anticipated and are not allowed to develop. Regulations for Prevention of Collisions –General 8.)Use of the scheme in accordance with Rule 10 does not in any way alter the over-riding requirement for vessels to comply with the other Rules. In particular, vessels, other than those referred to in Rule 10(k) and Rule 10(l), do not by virtue of using the traffic lanes in accordance with Rule 10 enjoy any privilege or right of way that they would not have elsewhere. In addition, vessels using the traffic separation scheme are not relieved of the requirement to keep a proper look-out and of the requirement to proceed at a safe speed, especially in conditions of restricted visibility, or to make course and/or speed alterations in accordance with Rule 8. Crossing Traffic 9.)Mariners are reminded that there is a concentration of crossing ferry traffic, including high speed craft, in the Strait. These vessels may make course alterations outside the lanes in order to cross them at right angles. Rules 10(b)(ii) and 10(b)(iii) 10.) The MCA also wishes to draw attention to Rule 10(b)(iii) which requires vessels normally to join and leave a traffic lane at the termination of the lane. This rule does not preclude a vessel from joining a lane from the side at a small angle to the general direction of traffic flow. Consequently, vessels bound SW from location in the EITZ are advised to join the SW lane as soon as it is safe and practicable to do so. All vessels are advised to keep clear of boundary separation lines or zones in accordance with Rule 10(b)(ii). Failure to observe this rule has resulted in repeated damage to the CS4 buoy. This buoy is protected by a charted " area to be avoided" (ABTA) by all vessels. MSPP2D Maritime and Coastguard Agency Spring Place 105 Commercial Road Southampton SO15 1EG Tel: 02380 329341 Fax: 02380 329204 December 1999 [MCA File Ref: MNA 5/50/294] |
7. 1 MAREP/POSREP
MANDATORY SHIP-REPORTING SYSTEM FOR THE DOVER STRAIT/PAS DE CALAIS
1. CATEGORIES OF SHIPS REQUIRED TO PARTICIPATE IN THE SYSTEM
Ships of 300GT and over are required to participate in the system. This threshold is the same as used in the existing voluntary MAREP scheme (IMO Document SN/Circ. 167, annex, page 4).
Within the coverage area, these arrangements replace the existing MAREP scheme for ships of 300GT and over. However, ships of less than 300GT should continue to make reports under the existing voluntary arrangements in circumstances where they: -
are " not under command" or at anchor in the TSS or its ITZs;
are " restricted in their ability to manoeuvre"; or,
have defective navigational aids.
The MAREP arrangements outside the coverage area of this system remain unchanged.
2. GEOGRAPHICAL COVERAGE OF THE SYSTEM AND THE NUMBER AND EDITION OF THE REFERENCE CHART USED FOR THE DELINEATION OF THE SYSTEM
The system covers a 65 mile stretch of the Dover Strait / Pas-de-Calais and is bounded by a line to the east drawn from North Foreland, through the F3 Light Vessel (at its assigned position of 51 ‹23'.82N, 02 ‹OO'.62E) to the border between France and Belgium; and by a line to the west drawn from the Royal Sovereign Light Tower, through the Bassurelle Light Buoy (at its assigned position of 50 ‹32'.8N, 0 ‹57.8E) to the coast of France.
The reference charts are British Admiralty Charts 2449 (1998 edition, scale 1: 150, 000) and 2451 (1991 edition, scale 1: 150, 000), and also chart 73 12 of the French Navy Hydrographic and Oceanographic Service (INT 1072) (1994 edition, scale I: 375000). Also relevant is the British Admiralty Chart 5500 -Mariners' Routeing Guide English Channel and Southern North Sea.
The area of the reporting system is covered by modern hydrographic surveys and areas of unstable seabed are regularly resurveyed to ensure navigational safety.
3. FORMAT AND CONTENT OF REPORTS, TIMES AND GEOGRAPHICAL POSITIONS FOR SUBMITTING REPORTS, AUTHORITY TO WHOM REPORTS SHOULD BE SENT AND AVAILABLE SERVICES
The reports required from ships entering the area covered by the system are position reports similar to the existing MAREP/POSREP arrangements. The short title for the ship-report is CALDOVREP.
Reports should be made using VHF voice transmissions. However, when reporting to DOVER COASTGUARD, ships can fulfil the reporting requirements of a CALDOVREP through the use of automatic ship identification transponders using VHF/DSC on Channel 70, or equipment conforming to the standards adopted for the Universal AIS Transponder.
A ship may elect, for reasons of commercial confidentiality, to communicate that section of the report which provides information on cargo by non-verbal means prior to entering the system.
3.1 Format
The information given below is derived from the format-type given in paragraph 2 of the appendix to resolution A.85 1 (20).
https://lib1.nippon-foundation.or.jp/1998/0810/contents/094.htmhttps://lib1.nippon-foundation.or.jp/1998/0810/mokuji.htmhttps://lib1.nippon-foundation.or.jp/1998/0810/contents/096.htm