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Drafting of Reports to Great Belt Traffic (GBT)
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| Designator | Function | Information required |
| System Identifier | GBT | |
| A | Ship | Name and call sign |
| B | Time (UTC) | Only if report has been transmitted via coastal radio station |
| C | Position | Geographical position by two 4 digit groups, or |
| D | Position | True bearing and distance given in nautical miles from an identifiable point (state name) |
| E | Course | North or southbound |
| F | Speed | In knots (2 digit group) |
| J | Pilot | State whether a pilot is on board (e.g. PILOT EMBARKED) |
| L | Route information | State which channel the ship intends to pass (Eastern or Western Channel) |
| Q | Deficiencies | Brief details of defects, deficiencies or restrictions of manoeuvrability |
| U | Tonnage/air draft | State ship’s deadweight tonnage and air draft (in metres) |
POLREP
5.3 EXAMPLES OF POLREP REPORTS
https://www.bonnagreement.org/eng/html/welcome.html
5.3.1 POLREP EXAMPLE NO. 1
| Address | From DK To FRG and NL |
| Date time group | 181100z June |
| Identification | POLREP BONN AGREEMENT |
| Serial number | DK 1/2 (DK 1/1 for FRG) |
| = | = |
| 1 Date and time | 1 181000z |
| 2 Position | 2 55°33' N - 07°00' E |
| 3 Incident | 3 Tanker collision |
| 4 Outflow | 4 Crude oil, estimated 3, 000 tonnes |
| 41 Position and/or extent of pollution on/above/in the sea | 41 The oil is forming a slick 0.5 nautical miles to the South East. Width up to 0.3 nautical miles |
| 42 Characteristics of pollution | 42 Venezuela crude. Viscosity 3.780 Cs at 37.8°C. Rather viscous |
| 43 Source and cause of pollution | 43 Danish tanker ESSO BALTICA of Copenhagen 22, 000 GRT call sign xxxx, in collision with Norwegian bulk carrier AGNEDAL of Stavanger, 30, 000 GRT, call sign yyy Two tanks damaged in ESSO BALTICA. No damage to the AGNEDAL |
| 44 Wind direction and speed | 44 270 - 10m/sec |
| 45 Current direction and speed and/or tide | 45 180 - 0.3 knots |
| 46 Sea state and visibility | 46 Wave height 2m. 10 nautical miles |
| 47 Drift of pollution | 47 135 - 0.4 knots |
| 48 Forecast of likely effect of pollution and zones affected | 48 Could reach the island of Sylt, FRG or further south, NL on the 23rd of this month |
| 49 Identity of observer/reporter. Identity of ships on scene | 49 Agnedal, number 43 refers |
| 50 Action taken | 50 2 Danish strike-teams with high mechanical capacity on route to the area |
| 51 Photographs or samples | 51 Oil samples have been taken. Telex 64471 SOK DK |
| 52 Names of other states and organisations informed | 52 FRG |
| 53 Spare | 53 DENGER PLAN is activated |
| 81 Request for assistance | 81 FRG is requested for 2 strike teams with high mechanical pick-up capacity |
| 82 Cost | 82 FRG is requested for an approximate cost rate per day of assistance rendered |
| 83 Pre-arrangements for the delivery of assistance | 83 FRG units will be allowed to enter Danish territorial waters for combating purposes or Danish harbours for logistics informing SOSC beforehand |
| 84 To where assistance should be rendered and how | 84 Rendez-vous 57°30' N - 07°00' E. Report on VHF channels 16 and 67. SOSC, Lieutenant Commander Hansen in GUNNAR SEIDENFADEN, call sign OWAJ |
| 99 ACKNOWLEDGE | 99 ACKNOWLEDGE |
| = | = |
APPENDIX 4
5.3.2 POLREP EXAMPLE No. 2
| Address | From FRG |
| To DK | |
| Date time group | 182230z June |
| Identification | POLREP BONN AGREEMENT |
| Serial number | Your DK 1/2 refers |
| = | = |
| 80 Date and time | 80 182020z |
| 82 Cost | 82 Total cost per day will be approx....... |
| 84 To where assistance should be rendered and how | 84 ETA FRG units at POLREP Bonn Agreement DK 1/2 will be 182100z |
| = | = |
APPENDIX 4
5.3.3 POLREP EXAMPLE No. 3
| Address | From DK To N |
| Date time group | 21 0940z June |
| Identification | URGENT EXERCISE POLREP BONN AGREEMENT |
| Serial number = | DK 1/1 = |
| 1 Date and time | 1 210830 |
| 2 Position | 2 57°50' N - 10°00' E |
| 3 Incident | 3 Tanker collision |
| 4 Outflow | 4 Not yet |
| 5 acknowledge | 5 Acknowledge |
8. Global Maritime Distress and Safety System (GMDSS)
(Source: CANADIAN COASTGUARD - www.ccg-gcc.gc.ca<! DOCTYPE HTML PUBLIC " -//IETF//DTD HTML//EN" >
What is GMDSS?:
The Global Maritime Distress and Safety System (GMDSS) is a new international system which uses improved terrestrial and satellite technology and ship-board radio-systems to ensure rapid alerting of shore based communication and rescue authorities, in addition to ships in the immediate vicinity, in the event of a marine distress.
This information package provides a brief overview of the Global Maritime Distress and Safety System and its effects on fishers and recreational boaters. The GMDSS is a major change to the international rules governing radio safety equipment on board large ships. At the present time most fishers and recreational boaters are not required to participate in GMDSS. Most mariners will find that some of the traditional maritime radio systems have been upgraded to provide for automated listening and calling. The global implementation of GMDSS services will become effective on February 1, 1999.
Marine VHF radio in the GMDSS:
This information package deals with the terrestrial radio portion of the GMDSS since it is the primary GMDSS system used by fishers and recreational boaters. General Radio Service (Citizen Band radio), and Cellular telephones are not part of GMDSS and the use of these systems will not be changing. The Canadian Coast Guard (CCG) does not recommend cellular telephones as a substitute for the marine radio distress and safety systems in the VHF maritime radio band. A VHF radio also helps ensure that storm warning and other urgent marine information broadcasts are received. The Canadian Coast Guard announces these broadcasts on VHF channel 16. Timely receipt of this information may save your vessel and your life. Additionally, your VHF radio can be used anywhere in North America and overseas.
The primary change in VHF radio is the addition of a feature known as Digital Selective Calling (DSC) which enables ships to maintain the required continuous listening watch on channel 70 (the DSC calling channel) with automatic equipment. Most fishers and recreational boaters are already carrying VHF marine radios, however they are not DSC compatible. A ship’s DSC receiver will only respond to the ship’s individual, Maritime Mobile Service Identity number, " MMSI" call or an " All Ships" DSC call. After establishing contact on channel 70, both parties will change to an agreed voice channel to communicate. Although fishers and recreational boaters are not currently required to fit DSC, voluntarily fitting DSC equipment is recommended. After GMDSS is fully implemented, vessels without DSC will have difficulty contacting ships which are monitoring the DSC calling channel only. This, however, would not be the case in a vessel traffic services zone where ships will still be required to maintain a listening watch on the appropriate MCTS Vessel Traffic sector frequency.
The Canadian Coast Guards Marine Communications and Traffic Services (MCTS) network of VHF sites will be upgraded to DSC, however the upgrade will not be completed by 1999. It is planned to be completed on the east and west coasts of Canada by 2002. Upon completion of the DSC network, the CCG plans to maintain a listening watch on VHF channel 16, the distress and calling channel, for the benefit of fishers and recreational boaters for the foreseeable future. It is anticipated that the manufacturing industry will gradually shift to producing new models of VHF radios with DSC capability. However, VHF radio without DSC which are presently " type approved", will probably continue to be manufactured. Portable handheld VHF radios will probably not be required to have DSC. Because the revised regulations are not finalized, few manufacturers are producing VHF radios with simplified DSC capability at this time.
Medium Frequency Radio Band:
The Canadian Coast Guard, after having consultations with the Canadian Marine Advisory Council (CMAC), has decided not to fit Medium Frequency DSC. The Canadian Coast Guard has requested input from the Canadian Marine Advisory Council’s Working Group on GMDSS on what action we should be taking on the Medium Frequency, distress safety and calling frequency 2182 kHz. The Canadian Coast Guard will evaluate this input and determine the course of action to take. The MCTS system anticipates maintaining the listening watch on 2182 kHz until such time as there is a good supply of inexpensive GMDSS equipment on the market and smaller ships have been fitted with it. However, to say that we would continue a parallel watch on the old and new systems indefinitely would defeat the purpose of the GMDSS.
High Frequency Radio Band:
The Canadian Coast Guard, again in consultation with the Canadian Marine Advisory Council, has decided to equip Iqaluit and Resolute, in the Arctic, with HF/DSC on five bands (4207.5, 6212.0, 8414.5, 12577.0 and 16804.5 kHz). The MCTS Centre at Iqaluit will be upgraded to include narrow-band direct-printing (NBDP) capabilities to provide a Maritime Safety Information broadcast system in the Canadian Arctic.
Maritime Mobile Service Identity (MMSI) Numbers:
In the new DSC calling system the Maritime Mobile Service Identity (MMSI) number is assigned by Industry Canada to a vessel desiring or required to use DSC in the GMDSS. To obtain an MMSI number apply to Industry Canada for a radio station license. MMSI is the nine digit number that your vessel is identified by. The first three digits are the country code so all Canadian vessel numbers begin with 316 (Marine Identification Digits - MID). All Coast Stations numbers begin with 00. i.e. Coast Station - 00, Canadian Identifier - 316, individual station number NNNN, - 00 316 1234.
Other GMDSS Radio Safety Systems:
There are other components of the GMDSS which have proven benefits for maritime safety and which can be used by fishers and recreational boaters on a voluntary basis. The satellite based Emergency Position Indicating Radio Beacon (EPIRB) is a valuable safety system for vessels. EPIRBs operate on 406 MHz. The 406 EPIRBs transmit a unique identification code which identifies the user. Be sure that you register the EPIRB in accordance with the manufacturers instructions to assist the Canadian Coast Guard in verifying 406 EPIRB alerts.
The Inmarsat -A, B, and C maritime satellite communications systems are acceptable in the GMDSS. The M System, while not approved in the GMDSS, would be suitable for larger recreational vessels. Regional satellite communication systems lack formal GMDSS certification but can be very useful as a safety system for vessels operating in the North American area of coverage, commonly called the satellites footprint.
There are also four systems that broadcast Maritime Safety Information (MSI) including distress alerts, weather warnings and forecasts, and Notices to Mariners:
· The near shore system is the voice channel, Continuous Marine Broadcast (CMB) service provided by MCTS on VHF frequencies which provide coverage to approximately 40 nautical miles offshore.
· The intermediate range NAVTEX broadcast system, transmitted from selected MCTS stations on 518 kHz, provides coverage to about 200 nautical miles offshore. Scheduled NAVTEX broadcasts are received on a special receiver which prints out the broadcasts.
· The long range system, HF NBDP, will be providing MSI broadcasts in the Canadian Arctic.
· Near global coverage, Enhanced Group Call (EGC) is provided by High seas SafetyNET broadcasts transmitted on the Inmarsat-C system.
A major concern for the marine community is the excessive number of false alerts that are being experienced in all the GMDSS systems, especially DSC and Inmarsat-C. Large GMDSS compliant vessels are required to carry certified GMDSS operators, however fishers and recreational boaters are permitted to use any GMDSS system appropriate for their area of operations with minimal operator qualification. Since the large percentage of false alerts is attributed to a lack of operator competence, it is especially important that fishers and recreational boaters receive instruction in the proper operation of GMDSS equipment. Instruction is currently available through various colleges and universities across Canada.
Determining an accurate position is a key element in Search and Rescue operations. If your vessel is equipped with a Global Positioning System (GPS) or Loran navigation receiver, you are encouraged to enhance your safety by connecting the navigation receiver to any radio capable of transmitting a pre-formatted distress alert which includes position.