■ VDR, Mandatory for new ships over 3,000GT whose keels are laid after 1 July 2014

Maker : JRC

■ GUIDANCE ON THE BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) - Manual mode

"NOTE: The Automatic mode is not suitable for use on a ship conforming with regulation SOLAS
V/19.2.2.3 which requires the BNWAS to be in operation whenever the ship is underway at sea"

BNWAS’s MODE

- Automatic : (Automatically brought into operation whenever the ship's heading or track control system is
                    activated and inhibited when this system is not activated)

- Manual ON : (In operation constantly)

- Manual OFF : (Does not operate under any circumstances)

                                                                   MSC.1/Circ.1474
                                                                       23 May 2014

GUIDANCE ON THE BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) AUTO FUNCTION

1 The Maritime Safety Committee, at its ninety-third session (14 to 23 May 2014), with a view to providing 
   more specific guidance on the automatic function specified in resolution MSC.128(75) – Performance
   standards for a bridge navigational watch alarm system (BNWAS), approved the guidance, prepared by
   the Sub-Committee on Safety of Navigation at its fifty-ninth session (2 to 6 September 2013), as set out in
   the annex.
2 Member Governments are invited to use the guidance as an interim measure until such time as the
performance standards can be reviewed and revised and, furthermore, bring this guidance to the attention of all parties concerned.

                                                                               ***
                                                                            ANNEX
GUIDANCE ON THE BRIDGE NAVIGATIONAL WATCH ALARM SYSTEM (BNWAS) AUTO FUNCTION

1 SOLAS regulation V/19.2.2.3 requires the provision of a Bridge Navigational Watch Alarm System
  (BNWAS),
   which shall be in operation whenever the ship is under way at sea, whilst SOLAS regulation V/18 
   requires  BNWAS to conform to appropriate performance standards not inferior to those adopted by the
   Organization (i.e. resolution MSC.128(75)).
2 Resolution MSC.128(75) – Performance standards for a bridge navigational watch alarm system
   (BNWAS), section 4.1.1.1 states that "the BNWAS should incorporate the following operational modes:
- Automatic (Automatically brought into operation whenever the ships heading or track control system is
  activated and inhibited when this system is not activated)
- Manual ON (In operation constantly)
- Manual OFF (Does not operate under any circumstances)".
3 At the fifty-fifth session of the NAV Sub-Committee, concerns were raised with respect to the use of the
   Automatic mode and NAV 55 concluded that the Automatic mode of the performance standard was
   therefore not usable on a ship compliant with the SOLAS Convention. It was considered that it would not
   be possible to change the performance standards before the date at which the carriage requirements came
   into force (1 July 2011). In order to conform with the performance standards, therefore, equipment would
   include the Automatic mode, despite that this operational mode should not be used on ships which are
   subject to the SOLAS Convention.
4 From the operational point of view, automatic interface with activation of the ship's heading or track
   control system (HCS/TCS) is a superfluous function because SOLAS regulation V/19.2.2.3 requires the
   BNWAS to be in operation whenever the ship is under way at sea. This creates an inconsistency between
   SOLAS regulation V/19.2.2.3 and the "Automatic mode" provisions in the performance standard. In
   addition, from the technical point of view, it is noted that this issue is also addressed in the "note" to section
   3.1.1 of IEC 62616:2010 – Maritime navigation and radiocommunication equipment and systems –
   Bridge navigational watch alarm system (BNWAS),
   which states:
   "NOTE: The Automatic mode is not suitable for use on a ship conforming with regulation SOLAS
   V/19.2.2.3 which requires the BNWAS to be in operation whenever the ship is underway at sea".

5 Accordingly, as an interim measure and pending a revision of the Performance standards for a bridge
   navigational watch alarm system (BNWAS) – (resolution MSC.128(75)), the automatic operational
   mode, if it is available, should not be used.


=====================================================================

■ Checklist for Port State Control & GMDSS inspection(SR) / For Sea Area A3

1. Radio certification valid and GMDSS compliant for the areas the ship is operating?
2. Equipment fitted in accordance with radio certification?
3. No. of GMDSS operators on board meets certificates requirements?
4. MSI messages received by ship?
    ■ NAVTEX
       - Checked for correct operation by monitoring incoming messages or inspecting recent hard copy
    ■ EGC
       - Checked for correct operation by monitoring incoming messages or inspecting recent hard copy.
    ■ HF MSI Receiver checklist(if applicable)
5. Operation tests of radio installation satisfactory?
    ■ VHF
       - Checked for operation on all marine channels (including 6, 13, 70 and 16)
       - Checked for correct transmissition by means of a routine or test call to a coast station, other
         ship, on-board duplicate equipment or special test equipment.
       - Checked for correct reception by means of a routine or test call from a coast station, other ship,
         on board duplicate equipment, or special test equipment.
       - Chekced that equipment operates from the main, emergency and reserve sources of energy.
         (DC on-load test & DC off-load test)
       - Checked that ship's position in the distress alert is automatically provided with this information
         from an internal or external navigation receiver.(e.g. GPS)
       - Checked DSC alerting available from conning position
       - Checked that DSC distress procedure and the MMSI number are clearly displayed near the unit.
    ■ MF/HF
       - Checked antenna tuning in all appropriate bands
       - Checked for correct transmission by means of a routine or test call to a coast station, other
         ship, on-board duplicate equipment or special test equipment
       - Checked that euipment operates from the main, emergency and reserve sources of energy.
         (DC on-load test & DC off-load test)
       - Checked that ship's position in the distress alert is automatically provided with this information
         from an internal or external navigation receiver.(e.g. GPS)
       - Checked that DSC distress procedure and the MMSI number are clearly displayed near the unit.
       - Checked correct operation by inspection of recent hard copy or by a test with a coast radio
          station   
6. GMDSS operator(s) able to explain correct procedures in cancelling false distress alert?
7. EPIRB installation satisfactory?
    - Checked position and mounting for float free operation. Verified that EPIRB is installed in an easily
       accessible position and is ready to be manually released and capable of being carried by one person
       into a survival craft. EPIRB Location : _________________
    - Verified that the lanyard is firmly attached, in good condition, neatly stowed, and not tied to the vessel
       or the mounting bracket.
    - Carried out the self-test routine.
    - Checked that the EPIRB ID and other information confirming it is correct and the same as that marked
       on the EPIRB. 15 Digit Hexadecimal Number: ______________
    - Checked the registration through documentation(sticker) or directly with NOAA
    - Checked battery expiry date(s) : ____________________
    - Checked hydrostatic release expiration date.: ____________________
    - Checked the emission in the 406 MHz band using the self-test mode or an appropriate device to avoid
       activating the satellite system.
    - Checked that no transmission has been started after the test and remounting of the EPIRB in its bracket.
    - Checked for the presence of beacon operating instructions.
8. Radar transponder installation satisfactory?
9. Antenna condition satisfactory?
10. Radio batteries condition satisfactory?
11. Publications and documents
     - Valid station license and posted
     - Operator licenses
       (One must be designated as the primary operator in times of distress)
     - Publications
       ▶Alphabetical List of Maritime Mobile Call Signs
       ▶List of Ship Stations
       ▶Manual for Use by Maritime Mobile Service and Satellite Service
       ▶List of Coast Stations
       ▶List of Radiodetermination and Special Services Stations
12. Maintenance
      - Ship operated in Sea Areas A3 must select at least two of the methods of maintenance. ( 1) & 2) )
        1) Shores based maintenance.(O)
        2) Dulpication of equipment (O)
        3) At-sea maintenance (X)
      - Duplication of equipment. (means that the following equipment, in addition to all other basic
        requirements, must be carried)
        a complete VHF DSC  installation and either a complete MF/HF DSC/NBDP installation (including
        antenna) or complete INMARSAT ship earth station, but not a separate power source.

■ Inmarsat-C, Logging out when not using your MES

If you are not expecting to use your MES for a prolonged period of time, it is recommended
that you log out of your current ocean region before switching off your MES. Logging
out informs the NCS that your MES is no longer available for communication. The NCS in
your ocean region updates its database with this information. The system knows not to accept
any messages intended for your MES and informs would-be callers that your MES is not
available.

If, however, you do not log out before you switch off and a remote caller tries to send you a
message, the system will repeatedly attempt to send the message via the selected LES to your
MES. Eventually (after a number of re-tries which depend on the particular LES) the LES
will stop trying to send the message and will send a non-delivery notification (NDN) back to
the message originator. Table D-3 in Appendix D lists some of the common NDN failure
codes and their meanings.
Some MESs automatically log out when they are switched off; check with your
manufacturer’s instructions as to whether your MES has this facility. If your MES does not
have an automatic log-out facility or if you are not sure whether it does, you should always
initiate a manual log-out every time before switching off.
The message originator may also be charged by the national or international
telecommunication authorities for the time spent accessing the network (even if your MES
does not receive the message). If your MES remains switched off for a long time but still
logged in, this could prove expensive to the remote caller!

■ GMDSS (Video)

Please click on the below link,,,

http://www.youtube.com/watch?v=EQgZ5nINrII

■ GMDSS telecommunications

MAYDAY
DISTRESS
PANPAN
SECURITE


Please click on the below link

https://www.youtube.com/watch?v=-QfiNSBkGnc

■ GMDSS (MP3)

Please click on the below link

http://www.youtube.com/watch?v=QOa6_jF8dcs

■ Marine Communication System

Please click on the below link


http://www.youtube.com/watch?v=8dCfJZ9r2-E&feature=PlayList&p=3BE1B89C618A74DC&playnext=1&playnext_from=PL&index=7


from ICS

■ Linghtning protection measures (Antenna & ship eletronics)

Lightning strikes are capable of causing costly damage to almost all ship electronics. While direct strikes are uncommon, nearby strikes commonly cause power surges that destroy unprotected electronics. If ship is not sailing high-risk area(the Southern Red Sea, Gulf of Aden and Western Indian Ocean), The best protection for your electronic equipment is to unplug power sources of GMDSS equipment(particularly, Inmarsat-C, MF/HF radio, Weather FAX) of being easy to break--during a lightning storm. This best practice isn't always possible, so you should conduct regular check up all antenna and grounding condition to protect them from damaging lightening strikes

Responsible officer(2nd officer) should check antennas of the following

Antennas (SR inspection)
a. Visual inspection of all antenns, including INMARSAT antennas, and feeders for satisfactory
    siting and defects
b. Checked that arrangements are provided enabling MF/HF transmitting antennas to be grounded
c. Checked that the MF/HF transmitting antennas are protected against being touched accidentally

Monthly
■ check antenna connection and corrosion state

Every 6 months
■ check antenna earth link copper plate and earth cable  including earth bolt
■ check all parts of antennas(grounding condition)

■ Earthing (Lightning protection)

Earthing

Earthing of radio equipment should be carried out in accordance with appropriate guidelines
for Earthing in Maritime Installations required in international standards.
Great care should be taken in order to fulfil the following rules:
1. Each unit of radio equipment should have a separated earth connection.
2. MF/HF antenna tuners should be earthed with either a copper bar or copper band.
3. The earthing bar or strap should be as short as possible, should not be more than
    one metre in length, and should be at least 60 mm in width.
4. For earthing straps up to 5 metres in length the width should be at least 100 mm
    (May be relevant on board vessels made of wood or synthetic materials).
5. It should be noted that a long earthing strap or bar will act as an antenna and
    radiate energy.
6. Copper bars and straps should be brazed to the steel bulkhead in order to
    eliminate corrosion and vibration and make a good earth connection.
7. Great care should be taken when earthing radio equipment on ships with
    aluminium superstructures in order to avoid galvanic corrosion. An approved and
    acceptable method of earthing should be used on such ships.

A properly installed lightning protection system consists of copper plate or earth cable
that terminate a lightning strikes, and then carry the current safely to the sea through the body of ship

■ Typical GMDSS installations for ships in international voyages (Area A3)

■ Battery eye indicator colour

Battery eye indicator color

Normally, that indicates the batteries are normal, low on charge or bad. (I've seen a few batteries that had a green eye, black eye, white(clear and bright) eye so this is assuming you have green-good, black-low and re-charge, white-check and replace battery)

In case of green color, It means that one of the 6 (2.1 Volt) cells is green. Not all of them, personally I think this is a good feature.

Normally green would indicate a good battery-but remember the 'magic eye' is only indicating the condition of one

1. Green: battery is charged and the acid level is good. 

2. Black: Battery is partially dis-charged and the acid level is good. Charge the battery. 

3. White(Clear and bright): Electrolyte is nearly short. Do not charge or jump start.

   Replace battery.   

■ Maintenance Free Battery

What does the term "Maintenance Free" in a MF BATTERY really mean?

Battery Council International (BCI), states that: Maintenance Free batteries are those that are completely sealed, without caps and where 3rd engineer needs not check or top up the electrolyte levels.

In short Maintenance Free batteries are "FIT IT AND FORGET IT"

■ GMDSS reserve sources of power

Why reserve power?

In early 2001, an 80 foot crabber with fiver persons on board lost electrical power and steering and was disabled and adrift in the Bering Sea after heavy seas knocked out their pilothouse windows.

 

� Radio equipment which could have been used to make an emergency call to the Coast Guard and 

    other nearby fishing vessels was rendered useless by the loss electrical power.

� The only effective communications the ship had was their 406 MHz EPIRB.

� During the same month, another fishing vessel, also in the Bering Sea, also lost power and

    steering, and also had to rely on their EPIRB to communicate with the Coast Guard.

� That vessel's crew, unable to communicate on any of their radio equipment, were in the pilot

    house with exposure suits on, with life raft standing by.

 

The Global Maritime Distress & Safety System took this problem into account, requiring a reserve source of electrical power, to supply radio installations for the purpose of conduction distress and safety radiocommunications, in the event of failure of the ship's main and emergency sources of electrical power.

� This reserve source of power is capable of simultaneously operating both the VHF radio, and

    the HF or Inmarsat satellite equipment.

Guidelines on the configuration of the reserve source or sources of energy used to supply radio installations on GMDSS ships

Introduction

The radio reserve source(s) of energy should meet the requirements set out in regulation IV/13 of SOLAS 1974, as amended and in IMO resolutions A.694(17) and A.7202(17), as applicable, and should also comply with the following requirements.
47 CFR Part 80.1099.(b)//80.1105(h) (Excerpts).� A reserve source(s) of energy to supply radio installations must be provided on every ship for the purposes of conducting distress and safety radio communications in the event of failure of the ship's main emergency sources of power. The reserve source of energy must be capable of simultaneously operating the VHF radio installations, and either the MF/HF radio installation OR the INMARSAT ship's earth station (as appropriate for ship's sea area operation).

How long should it last?

80.1099(1)(3).�

• Ships constructed after 1 February 1995 are required to have a reserve source(s) of energy that lasts for at least one hour.
• Ships constructed before 1 February 1995 and on cargo ships of less than 500 tons gross tonnage will provide six hours of reserve source(s) of energy if the ship does not have emergency generators.

80.1105(h). The capacity of the reserve source of energy should be sufficient to operate the particular installation with the highest power consumption for the appropriate period specified.

• Ships with emergency generators: 1 Hour
• Ships without emergency generators: 6 Hours

What equipment does the reserve source of energy have to supply?

80.1099(1)(3) The reserve source of energy need not supply the HF and MF radio installations at the same time. When, in addition to the VHF radio installation, two or more of the other radio installations can be connected to the reserve sources of energy, they must be capable of simultaneously supplying, for one hour:

• All other radio installations which can be connected to the reserve sources of energy at the same time, or:
• Whichever of the other HF/MF radio installations will consume the most power

What are the battery and charging requirements when batteries are used solely in the absence of ship's supply?

80.1099(f)(1).� The capacity of the battery must be checked "Using an appropriate method, at intervals not to exceed 12 months".
NOTE: An instruction manual that contains all necessary specifications of the batteries should be available on board. The information should include at least:

1. Capacity and temperature range within which the stated capacity is maintained for the specified period;

2. Charging voltage and current limits in order to keep batteries fully charged while preventing overcharging;
Actual specific gravity of the electrolyte and/or cell voltages or the voltage of the fully charged battery;
3. Guidelines on how to carry out a controlled discharge test. Since these tests result in the batteries being substantially discharged, this must not be done at sea.
4. Methods of determining the condition of charge of the battery; e.g. check of specific gravity of electrolyte (acid density) or check of battery cell voltages/battery voltages by using an accurate measuring instrument in accordance with the battery manufacturer's specifications.
5. Requirement for ventilation;
6. Requirement for maintenance.

BATTERIES ARE POTENTIALLY DANGEROUS. THERE IS RISK OF FIRE, EXPLOSION, FATAL SHOCK HAZARD, AND SEVERE CHEMICAL BURNS. USE PROPER PERSONAL PROTECTIVE EQUIPMENT WHEN WORKING NEAR OR ON BATTERIES. MAKE CERTAIN THE BATTERY LOCKER IS WELL VENTILATED AND ALL FANS, SWITCHES AND LIGHTING ARE INTRINSICALLY SAFE. A LABEL OF EXPLOSION DANGER SHOULD BE DISPLAYED NEAR THE INSTALLED BATTERIES.

How long should it take to recharge the batteries?

80.1099(F)(1).� The batteries must be recharged to required minimums within a 10-hour period.
NOTE: The changeover between the ship's supply and the radio reserve source of energy should not require any of the equipment connected to it to be re-initialized manually and should not result in loss of data stored in memory. Any fault in the battery or battery charger should not impair or reduce the functional availability of any GMDSS equipment while energized from the ship's supply. �

What are the requirements for an Uninterruptible Power Supply (UPS)?

80.1099. (b).(I).� The UPS must insure a continuous supply of electrical power to communications equipment in the event of a ship's main or emergency-sourced power failure.
NOTE: The UPS should be operational within 5 seconds of switching on. To provide for failure of the single UPS, a second UPS or means for directly supplying the radio installation from ship's main or emergency supply should be installed and be available permanently. The changeover to the second UPS or ship's supplies may be manual or automatic. . The changeover should not require any of the equipment connected to it to be re-initialized manually and should not result in loss of data stored in memory. The UPS must be able to service the load requirements determined in SOLAS 1974 IV/13.2, 13.4 and 13.6 taking into consideration duplication equipment when provided. The capacity of the battery charger(s) used in the UPS should be sufficient to comply with regulation IV/13.6/1 �

How do I know when there has been an interruption of ship's power?

Provisions should be made for an aural alarm and visual indication at the position from which the ship is normally navigated, indicating an interruption of the ship's supply. It should not be possible to disable the alarm and indication. It should only be possible to acknowledge and silence the alarm manually. Both the alarm condition and indication should reset automatically when the ship's supply has been restored

What entries am I required to make in the GMDSS logbook with respect to reserve sources(s) of power?

80.409(e)(8),(9)� The times when the batteries are placed on charge and taken off charge. The results of required equipment tests, including specific gravity of lead-acid storage batteries and voltage reading of other types of batteries provided as a part of the compulsory installation.
NOTE:� When fully automatic charging systems are used, it is not possible to know the times to enter in the log. In lieu of the time entries, a statement detailing the use of a fully automatic charging system will suffice. The requirement for checking the specific gravity or battery voltage and entering this into the log remains.
�

This is meant to be an overview of the subject.� Some material has been left out.� For brevity and clarity, please refer to 47 CFR 80 Subpart W, and SOLAS Chapter IV for accurate and more complete sources of information.

from U.S. Coast Guard Navigation Center

■ Power Supply Requirements

Power Supply Requirements

GMDSS equipment is required to be powered from three sources of supply:

• ship's normal alternators/generators;
• ship's emergency alternator/generator (if fitted); and
• a dedicated radio battery supply.

The batteries are required to have a capacity to power the equipment for 1 hour on ships with an emergency generator or built prior to February 1995, and 6 hours on ships not fitted with an emergency generator or built after February 1995 in order to comply with SOLAS. The batteries must be charged by an automatic charger, which is also required to be powered from the main and emergency generators. Changeover from AC to battery supply must be automatic, and effected in such a way that any data held by the equipment is not corrupted (i.e.: "no break").
During Coast Guard inspections, the batteries must be able to go from 100% discharge to fully charged in no longer than 10 hours in order to pass certification. The charger to must be obtainable at all times during vessel operation and too should be inspected to make sure it functions properly. When the reserve source of energy consists of batteries, the battery capacity must be checked at intervals not exceeding 12 months. If not completed within past 12 months, this must be done during inspection.
Storage batteries provided as a reserve source of energy must be installed in accordance with applicable electrical codes and good engineering practice. They must be protected from adverse weather and physical damage. They must be readily accessible for maintenance and replacement.

■ SSAS

What is Ship Security Alert System (SSAS)?

The Ship Security Alert System (SSAS) is one safety measure for strengthening ship security and subduing acts of piracy and/or terrorism against shipping. Widely Acknowledged as a part of the International Ship and Port Facility Security Code (ISPS code), the Ship Security Alert System (SSAS) complements the International Maritime Organization (IMO)’s attempts to increase maritime vessel security.

Cospas-Sarsat, with International Maritime Organization’s cooperation, came up with this project of Ship Security Alert System (SSAS). The basic idea is that in case of an attempted piracy effort or terrorists act, the ship’s SSAS beacon would be activated, responding to which an appropriate law-enforcement or military forces would be dispatched for rescue. The Ship Security Alert System (SSAS) beacon and the Aircraft Transponder Emergency Code 7700 are operated on the fundament of similar principles.


How SSAS works?

• When the maritime security staffs comprehend probable danger from pirates or terrorists a Ship Security Alert System (SSAS) alert is triggered.

• The beacon transmits a specific country code, reacting to which the Rescue Coordination Centres (RCCs) or SAR Points of Contact (SPOCs) of that particular region is notified discreetly.

• Once receiving the signal the national authorities of the area notified dispatch appropriate military or law-enforcement forces to deal with the terrorist or pirate menace.

Legislation on Ship Security Alert System (SSAS)
In December 2002, International Maritime Organization (IMO) adopted some changes within which Ship Security Alert System (SSAS), as was determined in Regulation 6. It also required IMO to produce guidance on the implementation and instructions on the handling of covert alerts from SSAS instrumentation.
The SSAS alerts are to be sent by the security staff, necessarily at routine priority, from the ship to its Administration directly or other proper recipient designated by the Administration.
These routine priority SSAS alerts might be chosen by Administrations to have from their flag ships addressed to Maritime Rescue Coordination Centres in their own region or to other targets such as ship owners or managers.
Satellite service of Inmarsat C, mini-C and D+ would help affirm the full accessibility of processing the messages of Ship Security Alert System (SSAS), while the existing outdated GMDSS would require an update provided by its manufacturers or agents.
SSAS solutions which are available on the Inmarsat network inevitably render more flexibility in the routing of SSAS alerts. In accordance with the requirements of the IMO, these alerts could be sent to any destination, which might be a rescue co-ordination centre, or a national security organisation or the ship owner or any other third-party organisation but necessarily selected by the flag administration.
The security stuff can deliver the Ship Security Alert System (SSAS) to fax, email, telex, GSM phone, or even to other Inmarsat terminals for the sake of ship security complying with the legislation specified in Regulation 6.

From Marine Insight(http://www.marineinsight.com/sports-luxury/equipment/what-is-ship-security-alert-system-ssas/)

■ EGC setup (FURUNO, Inmarsat C)

+ EGC setup +
The FELCOM 15 receives EGC messages directed to its present position and
Navarea without further programming. The EGC Setup screen lets you choose
additional areas for which to receive messages and also the Navtex station and
type of message for Coastal Warning (NAVTEX Re-broadcast).

1. Press the [F8] key to display the Setup menu.
   

2. Press the [5] key to display the EGC Setup menu.

   

3. The cursor is selecting Additional Position, where you can enter the L/L
    position of an ocean region you want to receive broadcasts about. Press the
    [Enter] key to open the additional position entry window.

4. Enter position as follows:
    a) Enter latitude (XX° XXX).
    b) Press the [N] or [S] key as appropriate to enter coordinate.
    c) Enter longitude (XXX° XXX).
    d) Press the [E] or [W] key as appropriate enter coordinate.

5. Press the [Enter] key to close the additional position entry window.

6. Press the [↓] key to choose Navarea.

7. Press the [Enter] key to open the navarea entry window.

8. Enter additional Navarea(s) (I-XVI, up to nine) in two digits, referring to the
    illustration below for code number.

9. Press the [Enter] key to close the navarea entry window.
    Note: “Fixed Area” is where you enter fixed areas (max. 3) for chart
    correction service. However, this service is not yet available; enter no data.

10. Press the [↓] key to choose Waypoint.

11. Press the [Enter] key to open the waypoint options window.

   
12. Choose ON to receive broadcasts for the area which contains the destination
      waypoint set on the navigator.

13. Press the [Enter] key to close the waypoint options window.

14. Press the [↓] key to choose Station Code.

15. Press the [Enter] key to open the station code entry window.

16. Enter the navtex station code (A-Z) of the navarea,in upper case alphabet.
      For details about navtex stations, consult the operator’s manual of the navtex receiver.

17. Press the [Enter] key to close the station code entry window.

18. Choose message type to receive: Use the arrow keys to choose message
      type, press the [Enter] key, choose ON or OFF as appropriate, and press the [Enter] key.
      Note: Navtex messages “Coastal navigational information”, “Meteorological
      warning” and “Search and rescue alert” (they do not appear on the EGC Setup menu) must
      always be received.

19. Press the [Esc] key to open the update window.

20. Yes is selected; press the [Enter] key to update EGC settings.

21. Press the [Esc] key to return to the standby display.

■ EGC Setting (FURUNO, Inmarsat C)

What is the EGC (Enhanced Group Call) service?

The EGC service enables EGC information providers to send SafetyNET,
FleetNET and System messages via an LES to a specific groups of ships, or
to all ships within a defined geographical area.

Each type of EGC service is sent as follows:
1) The information provider prepares the message, and then accesses the
    appropriate Country of the international telex network to send the message to an LES.
2) The LES processes and forwards it to the NCS for the ocean region designated by the provider.

3) Then, the NCS broadcasts the message throughout the ocean region. (The operator may choose

    the EGC messages to receive by position (one position) and geographical position (nine areas)

 

 

The EGC system

Three EGC services are available:
1) SafetyNET
    This provides a means for information providers to distribute Maritime Safety Information (MSI)
    from shore-to-ship. Authorized information providers include:
    a) Hydrographic Offices, for navigational warnings
    b) National Weather Services, for meteorological warnings and forecasts
    c) Rescue Co-ordination Center, for shore-to-ship distress alerts and other urgent information
    d) International Ice Patrol, for North Atlantic ice hazards

2) FleetNET
    This service allows authorized information providers such as commercial subscription services,
    shipping companies and governments, which have registered with a LES that supports FleetNET,
    to broadcast messages to selected group of MESs. Typical applications of FleetNET are
    a) Fleet or company broadcasts
    b) News broadcasts
    c) Commercial weather services
    d) Market quotations
    e) Government broadcasts to all vessels on a country’s registration

3) System
    EGC system-related is sent by Inmarsat to certain ship groups and geographical areas.

■ FURUNO-Inmarsat C, Alarm Unit IC-306

■ FURUNO-Inmarsat C, Distress Alert / Received Call Unit IC-305

■ Distress Alert/Received Call Unit IC-305
    The [DISTRESS] button functions to transmit the distress alert. To transmit the distress alert,
    press the button until its lamp lights continuously. For further details on how to transmit the
    distress alert.

    The  IC-305 releases the audio alarm and the lamp in the [ALARM ACK] button flashes
    when an EGC distress or urgency broadcast is received. Press the [ALARM ACK] button
    to acknowledge the alarm, and the alarm tone changes. To silence the alarm and extinguish the
    lamp, press the function key F10 on the keyboard of the terminal unit.