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Marine Communication Navigation Equipment and PSC inspection items

1 . Manage content

  1. Radio license : The radio license should be stored in the radio station to facilitate the immediate removal and presentation of the place for inspection, and the second officer shall be responsible for safekeeping.

The validity period of the radio station license, three years for the national flag;

Hong Kong flag for one year; The other is four years, and three months before the expiration of the validity period, it should be reported to the company’s communication department in time to apply for replacement.

  1. Cargo ship radio safety certificateThe cargo ship radio safety certificate shall be kept by the captain in a unified manner. In the process of certificate inspection, the second officer should operate the equipment on site to cooperate with the inspection.
  2. The GMDSS shore-based maintenance agreement, equipment product certificate and EPIRB annual inspection report and GMDSS transformation data shall be kept by the captain, and the second officer shall apply for replacement three months in advance according to the validity period.
  3. ITU documents.

Includes radio signal books;

GMDSS handbook;

Manualfor use by the maritime mobile and available maritime mobile satellite services;

List of call signs & numerical identities;

List of coast stations; List ofradiodetermination & special services stations;

Radio regulations;

List of shipstations;

All of the above information should be updated on time and additional supplements will be added.

  1. The radio communication log shall be filled in by the pilot on duty with a certificate of competency, and the captain shall check and sign it every month. The time is UTC; Records of correspondence should be in English or abbreviated English as far as possible, and may be indicated in Chinese if necessary. Bounded by the end of the voyage, fill in the new page at the beginning of the voyage.

What should be recorded in the radio communication logbook:

Fill in the ship’s specifications and radio certificates, and indicate the radio equipment allocation scheme.

When choosing shore repairs, indicate the repair company.

Fill in the information of the second officer.

The radio personnel designated by the master to be responsible for communication in distress shall be identified among the qualified persons.

If not, the person responsible for testing, inspecting and logging the equipment should also be identified.

 

marine electronics small

 

Details of equipment tests and inspections and charging records.

Check VHF DSC and MF/HF DSC calls weekly.

Inspect the two-way wireless telephone, Satcom C station (EGC), and radar transponder every month;

Conduct a standby power supply test.

Quarterly test satellite emergency radio position markers.

Check the emergency power supply and battery condition every day.

A summary of distress, emergency and safety communications, including the date, time, details and location of the vessel concerned.

Records of important events relating to the radio service.

Ship dynamics during the start and end of the voyage, including the time and place of route, sailing, arrival, anchoring, berthing, crossing the canal, repairing the ship, etc.

HANDLING OF NORMAL COMMUNICATION SERVICES, INCLUDING RECORDS OF ALL KINDS OF NARROWBAND DIRECT PRINTED TELEGRAMS, SINGLE-SIDEBAND CORDLESS TELEPHONES, DIGITAL SELECTIVE CALLS, SATCOM TELX, TELEPHONE AND FAX, E-MAIL AND OTHER COMMUNICATION SERVICES.

Record received weather reports, weather facsimile maps, navigational warnings, and emergency information.

During the voyage, the noon position, astronomical clock time, ship time changes, weather conditions, and the international date change line will be passed every day.

Ship communication equipment

MF/HF equipment : SSB radio (telephone communication),

NBDP (Telex Communication),

DSC (Routine and Distress Call)

VHF Equipment: FM telephony communication

DSC (CH70) distress alert

Satellite Communication Equipment : Inmarsat System Equipment : A/B/F, C, E (1.6G EPIRB)

COSPAS SYSTEM EQUIPMENT – 406MHZ EPIRB

SART

MSI Receiver : NAVTEX Receiver

EGC receivers

 

onwa navigation picture 1

2 . Duty system

  1. Duty requirements of the ship during the voyage MF DSC (Intermediate Frequency Digital Selective) 2187.5KHz watchman and VHF DSC (VHF digital selective) CH70 channel watchman are turned on 24 hours a day to maintain uninterrupted listening, and the watchman and the receiving antenna should be in a good connection state. After receiving the alarm, the second officer and the driver on duty should deal with it in time.
  2. The bridge VHF should be kept on duty 24 hours a day on CH16 channel, and the relevant received calls should be handled in a timely manner.

3.THE MF/HF DSC WATCHMAN IS REQUIRED TO BE ON DUTY 24 HOURS A DAY ON THE DSC DISTRESS SAFETY CALL FREQUENCIES 2187.5KHZ AND 8414.5KHZ, IN ADDITION TO MAINTAINING UNINTERRUPTED LISTENING ON ONE OF THE DSC DISTRESS SAFETY CALL FREQUENCIES 4207.5KHZ, 6312KHZ, 12577KHZ AND 16804.5KHZ, OR TO SCAN ON ALL OF THESE FREQUENCIES. In the event of an alarm, it shall be dealt with in accordance with relevant regulations.

  1. Ships equipped with INMARSAT-A, B, C, M standard stations should keep the stations open to ensure that the distress alarms forwarded by the coastal earth station to the ship can be received in time. If a distress relay message is received from a shore station, it should be dealt with in a timely manner in accordance with the relevant regulations. The bridge buzzer remains open.
  2. Keep the NAVTEX receiver and EGC receiver always on, and receive meteorological forecasts, regional navigation notices, coastal navigation warnings and other maritime safety information broadcast by relevant shore stations and shore stations at any time according to the specific sea area of the ship’s navigation.
  3. In accordance with the relevant regulations and operating procedures, test and test MF/HF DSC call with the nearest station once a week, including the test of continuous control with transceiver equipment and emergency power supply.
  4. In accordance with the relevant regulations and operating procedures, VHF DSC CH70 test call is made between the two VHFDSC of the ship every day.
  5. Test the lifeboat two-way wireless telephone equipment at least once a month and check the battery usage (spare batteries cannot be unpacked); At least once every three months, the satellite emergency radio position beacon will be tested, and the search and rescue radar transponder will be tested at least once a month.
  6. According to the sea area, geographical location and the service situation of the coast station opened by the ship, the DSC conventional scanning receiver is preset to maintain uninterrupted listening on the relevant frequencies of the digital selective call of the coast station at the port of destination and the port of registry (if the DSC service is opened).

3. Communication services

Distress communication: VHF DSC, MF/HF DSC, INMARSAT ship station, satellite EPIRB and other equipment can be used to select the fastest and most effective means of alarm to send alarm signals.

The captain is fully responsible for the organization, leadership and command of emergency communications, and can directly and skillfully use the ship’s emergency equipment, including the use of satellite communication ship station, GMDSS combination radio station, VHF;

The second officer is directly responsible for emergency equipment such as satellite communication station and GMDSS combination radio;

The second officer is directly responsible for the use and operation of the Emergency Position Indicating Position Indicating Board (EPIRB), who is responsible for carrying it to the lifeboat raft when abandoning ship;

The three officers are directly responsible for the use and operation of VHF and search and rescue radar transponders (SART);

In the event of abandonment, the second and third officers are each responsible for carrying a SART to the lifeboat raft.

TWO-WAY VHF RADIOTELEPHONE (TWO WAY VHF), one each of the captain, first officer and third officer is responsible for carrying one when abandoning ship.

In the event of a distress false alarm, the impact should be eliminated in a timely manner according to the scope of the false alarm, and a cancellation of the false alarm report should be immediately issued to the competent department of the government of the flag state and the RCC of the ocean area where it is located in accordance with the principle of false alarm disposal (WeChat public account: shipping elite circle), and at the same time report to the competent department of the shipping company.

1、VHF 。 CH16, CH70DSC call channel, CH06 aviation and communication with ship stations (ships sailing in China’s coastal and inland waters), CH13 ship-to-ship related to navigation safety

  1. When NBDP conducts ship-to-shore and ship-to-ship radiox (also known as narrowband direct printed telegraph: NBDP) communications, it shall use the radiox frequencies allocated to the sea by ITU (see Appendix 18, Appendix 32, Appendix 33 and their related instructions for details). The operating frequencies of the radiox open to coast stations can be found in the services of coast stations in Volume I of the Radio Signal Book. When conducting narrow-band direct printed telegraph communication from the slipway through a certain shore station, care should be taken to listen to the bulletin form of the port station to avoid missing the report. When the slipway transmits electricity to the user for the first time through a quay station, the quay operator shall be informed of the ship’s nationality, call sign, call sign, account number of the accounting and settlement agency, and other information.
  2. INMARSAT station A and station B should be quasi-stationary satellites. Four satellites can be used in different sea areas: the Pacific Ocean (POR), the Indian Ocean (IOR), the Atlantic East (AOR-E), and the Atlantic West (AOR-W). Except in special circumstances or when working on the channel, the satellite station should remain watchful. The INMARSAT-C station should be registered in the network (LOG IN) and kept in a normally open state; WHEN SHUTTING DOWN, LOG OUT AND THEN SHUT DOWN.
  3. The operating frequency of single-sideband telephones opened by SSB coast stations can be found in the coast station list in the first volume of the radio signal book.
  4. DSC ships should test DSC according to the signal book and the shore station that is open to international business, and the specific working frequency should also be consulted in the signal book. If the DSC is not confirmed by the quay station, the slipway should resend the call after at least 5 minutes. If the call is still unsuccessful, it should be at least 15 minutes later

Ship-to-shore DSC call operation procedure

  1. Set up the receiving and transmitting antennas of the combined radio station;
  2. Set the working type of the combo radio to F1B mode; Select the appropriate DSC call frequency and tune the transmitter.

III. Edit the DSC message according to the operating procedures of the equipment:

(1) Call type: generally a single call;

(2) Callee number: 9-digit MMSI digit code;

(3) Priority: SAFETY;

(4) Subsequent means of communication: radiotelephone or radiox;

(5) Agree on the frequency of follow-up communication: if it is a call to the ship station, the working frequency for follow-up communication should be agreed; In the case of calls to coast stations, communication channels may not be recommended, and coast stations will designate an idle working channel in the DSC acknowledgement of receipt;

  1. Send a DSC call. For a single DSC call, the “RQ” flag is generally selected at the end of the DSC call sequence. After receiving the reception, the receiver will manually or automatically send back a DSC receipt sequence with “BQ”, and then the sender and receiver will manually or automatically transfer to the agreed working mode and working frequency for communication.

4. Conduction equipment

  1. Communication equipment: medium and high frequency transceivers (combination radio including SSB, DSC, NBDP), meteorological fax receiver, VHF radiophone, satellite communication C station (EGC enhanced group call receiver), satellite A (B, M, F) station, navigation warning receiver (NAVTEX), satellite emergency radio position marker, two-way wireless telephone, security alarm equipment (SSAS).
  2. Radio navigation equipment: marine ARPA radar, radar transponder, GPS, AIS, VDR.
  3. Electronautical instruments: gyrocompass, sounder, logmeter, magnetic compass.
  4. Other equipment: ship order broadcasting equipment, backup power supply, antenna.

GMDSS Ship Communication Equipment Equipping Standard (Double Equipment)

Item Equipment Name Qty Remark
1 VHF Radio with DSC 2 Full marine channel+America
2 70CH DSC watch receiver 1 Can combine with item 1
3 MF/HF Radio 1 With DSC,SSB,NBDP Function
4 MF/HF DSC 1 Can combine with item 3
5 Inmarsat C with EGC 1  
6 EPIRB 1  
7 Two Way Radio 3  
8 NAVTEX Receiver 1  
9 Weather Fax Receiver 1  

 

GMDSS Ship Communication Equipment Equipping Standard (Double Equipment)

Item Equipment name  Qty Remark
<10000Tons >10000tons
1 Marine Radar 2 2 At least 1 set X band
2 Anticollision Radar 1 1 Can combine with item 1
3 GPS Position 1 1  
4 Gyro Compass 1 1  
5 Depth Sounder 1 1  
6 Speed Log 1 1  
7 Radar Sart 1 1  
8 AIS 1 1  

 

Chapter V of the International Convention for the Safety of Life at Sea (SOLAS) provides that a port State shall not hold a ship in place and shall not arbitrarily postpone, refuse to sail or arbitrarily change course for repairs even if the following major equipment fails, such as failure to repair at port:

  1. When the gyrocompass is faulty and the magnetic compass is working normally;
  2. When one radar fails, the other can work;
  3. When the GPS device fails;
  4. When the satellite communication C station is faulty, and the MF/HF transmitter equipment is working normally;
  5. When Satcom station A fails;

Device management considerations

Antennas, feeders, cables, unloaders, guide pulleys, and fixed rings should be replaced if they are worn out by more than one-third; defend

Damage to the radar waveguide or internal water accumulation;

Pay attention to whether the antenna of the satellite station is intact and whether the radome of the satellite station is airtight;

Check the battery group once a week, the electrolyte should be kept 1~1.5cm higher than the plate, and the specific gravity of the acid battery electrolyte should be 1.23~1.28 (at room temperature), when the battery prepares the acid electrolyte, the sulfuric acid should be slowly poured into the water with porcelain or glassware, and the water should not be poured into the concentrated sulfuric acid;

The voltage of the alkaline battery should not be less than 26V;

Check the insulation resistance of the antenna of the combined station with a megohmmeter every quarter: not less than 10 trillion ohms in general weather and not less than 1 trillion ohms in high humidity weather;

Antennas of GMDSS equipment, satellite stations, navigation radars, radio direction finders and other equipment should be cleaned and maintained every quarter, and whether the grounding of each equipment is good.

The telegram for the repair of equipment should include the equipment model, fault phenomenon, self-test data, ship dynamics, agent performance, and the test contents of INMARSAT-C (PVTEST) are:

(1) Shore-to-ship information transmission test;

(2) Ship-to-shore information transmission test;

(3) Ship-to-shore distress alarm test.

After the PVT test is initiated, the system generally automatically selects the shore station for the test. Pilot projects are generally automated, and some projects may require a station operator to do so.

After the PVT test is successful, the shore station will send back a confirmation telegram to the ship station reporting the results of the test. During the PVT test, the station will prompt the operator to send a distress alarm test message.

If the operator does not press the distress alert button within 2 minutes, the station automatically sends a distress alert test message.

In this case, there is no need for the station operator to send the distress test message, otherwise the INMARSAT system will treat your retransmitted distress alarm test message as a real distress telegram and send it to the relevant RCC for rescue response, resulting in a false alarm accident, which must be noted by the station operator.

The battery life of the EPIRB indicator is 4 years, and the capacity of the battery can ensure that the EPIRB can operate continuously for 48 hours.

The replacement date of the battery should be indicated in the position specified on the position marker.

The EPIRB equipment is installed on both sides of the cab or on the compass deck, without any shelter above the unit, and the surrounding environment is kept dry, pay attention to the rust of the brackets.

The casing of the equipment is marked with the name of the ship, the Maritime Mobile Service Identification Number (MMSI) and the expiration date of the battery and releaser.

After the SART distress alarm, the search and rescue radar transponder can be removed from the container and turned on so that it is in the “STAND BY” state to respond to the pulse trigger of the 3CM navigation radar of the search and rescue ship or aircraft at any time.

When using SART, try to place it in a high place to increase the distance of action.

In normal times, the radar transponder is installed on the side wall of the door on both sides of the cab.

When a ship is equipped with a free-falling lifeboat, one of them must be installed inside the lifeboat.

The case of the device is marked with the name of the ship, the call sign and the expiration date of the battery.

The internal battery of the search and rescue radar transponder is operated and used for 96 hours in the standby state, and then works continuously for 8 hours in the response (working) state.

5 . PSC test contents

  1. All certificates are complete and within the validity period (see the above certificate management). The latest version of the document may be modified to the latest.
  2. To be proficient in GMDSS communication business, the focus is on the handling of sending and receiving distress alarms and false alarms, and the key is oral English communication.
  3. Before arriving at the port, the latest DSC test records should be kept, as well as EGC, navigation warnings, weather fax charts, and if necessary, they can be presented to the inspector to prove that the equipment is in good condition.
  4. Any crew member with GMDSS certificate is required to operate the equipment (from the captain to the assistant may be sampled):

DSC test of combined radio station or NBDP contact and SSB call with radio emergency battery DC;

Testing the PVT of Satcom C station with direct current, the installation of distress buttons and measures to prevent false alarms (protective covers and warning signs);

Two VHF DSCs call each other;

EPIRB, SART, testing of two-way telephones (sometimes the inspector brings his own equipment for testing), expiration date of batteries and releasers;

  1. Communication equipment status: GPS signal input combination radio, C station, VHF; The voltage and working current of the emergency battery of the radio, and the working environment between the batteries.
  2. The maintenance of all antennas on the compass deck shall not be corroded or loosened.
  3. Check the performance of electric aviation equipment, pay attention to the use time of ARPA radar magnetron, and replace it in time if it exceeds 5000 hours; X-band radar is a must-have radar; Maintenance and maintenance of gyrocompasses, such as TG5000 and TG6000, should be cleaned every year; The ball needs to be replaced every four to five years.
  4. Whether the working conditions of AIS and VDR are normal

Precautions: If any problems are found during the inspection, they should be rectified immediately, and they can be contacted immediately to arrange repairs in case of emergency; Notify the Department of Correction in a timely manner if there is a fault before the port call, and explain to the inspector that the sudden failure has been arranged (at present, Australia and the United States are also required to report to the Hong Kong side in advance);

Before arriving at the port, self-inspection should be fully carried out, and all GMDSS equipment should be tested; Familiar with the requirements of the convention and communication business, strong English communication skills are required.

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