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REEDS

VHF DSC HANDBOOK

9781408131435-03_DSC pi-19.qxd 3/11/10 6:48 pm Page ii

Other Titles of Interest

GMDSS: A User’s Handbook 4th edition, by Denise Bréhaut
ISBN 978 1 4081 1493 3
Anyone with GMDSS equipment on board their vessel will need
an operator’s licence. This book explains the operation of the
system as a whole and the procedures involved, as well as
covering the syllabi of the General Operator’s Certificate (GOC),
the Restricted Operator’s Certificate (ROC), the Long Range
Certificate (LRC) and the Short Range Certificate (SRC).

The Adlard Coles Book of Electronic Navigation by Tim Bartlett

ISBN 978 0 7136 5715 9
Using plain English to strip away the jargon, this book sets
out to demystify the technology behind modern marine
electronics, show how the various systems work and explain
how to get the best out of the equipment available. Aimed at
anyone with an interest in navigating small craft, but
particularly those working towards their Day Skipper,
Yachtmaster and other RYA courses.

Skipper’s Onboard Emergency Guide by Hans Donat

ISBN 978 0 7136 8495 7
Providing practical, accessible advice on the most
common emergencies requiring rapid action, this
handy guide covers storm tactics, man overboard,
gear failure, fire, dismasting, sinking, first aid and
much more. Filled with checklists, sequential action
points and helpful diagrams, this is an invaluable cockpit reference for anyone
finding themselves in an emergency at sea.

First Aid at Sea by Colin Berry and Douglas Justins

ISBN 978 1 4081 0599 3
Providing an easy-to-access instant guide to
emergency first aid for all seafarers, this book includes
a colour-coded thumb index of emergencies for quick
reference, and a concise description of medical
conditions with a prioritised list of treatments.
9781408131435-03_DSC pi-19.qxd 3/11/10 6:48 pm Page iii

REEDS

VHF DSC HANDBOOK

THIRD EDITION

SUE FLETCHER

ADLARD COLES NAUTICAL

LONDON
 ACKNOWLEDGEMENTS
I would like to thank the following people for their help and encouragement
in the writing of this book. My grateful thanks go to:
Kim Fisher, Head of Navigation and Communication for the Maritime
Coastguard Agency, for his valuable advice and endless patience.
Rod Fletcher, who heroically read the manuscript several times for technical
accuracy and who sorted out my computer when it mutinied.
Alison Noice, RYA National SRC Advisor, for her advice.
UK Coastguard for their advice and use of material.

Published byAdlard
Published by AdlardColes
ColesNautical
Nautical
an
an imprint ofABloomsbury
imprint of Publishing
& C Black Publishers LtdPlc
50
36 Bedford Square,
Soho Square, London,
London W1D WC1B
3QY 3DP
www.adlardcoles.com
www.adlardcoles.com

Copyright ©Sue
Copyright © SueFletcher
Fletcher2011
2011

First edition
editionpublished
publishedbybyThomas
Thomas Reed
Reed Publications
Publications 1997
1997
Second editionpublished
Second edition publishedbybyAdlard
Adlard Coles
Coles Nautical
Nautical 2006
2006
Third edition2011
Third edition 2011

Print ISBN 978-0-4081-3143-5

ISBN 978-0-4081-3143-5
ePub ISBN 978-1-4729-0266-5
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ePDF reserved.
ISBN No part of this publication may be reproduced in any
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All rights reserved.
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The author,
systems Sue Fletcher,
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writing theCopyright,
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and Patents Act, 1988, to be identified as the author of this work.
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Printed and bound in Singapore by C & C Offset Printing Co

Note: While all reasonable care has been taken in the production of
this publication, the publisher takes no responsibility for the use of the
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9781408131435-03_DSC pi-19.qxd 3/11/10 6:48 pm Page v

Contents

Foreword by Kim Fisher, MCA vi

Introduction viii
About this Book ix

PART 1 • RADIO THEORY … … … … … … … … … … … … … … 1

1 Global Maritime Distress and Safety System (GMDSS) 3
2 Red Tape 7
3 The Digital Selective Calling (DSC) Radio 13
4 Emergency Position Indicating Radio Beacons (EPIRBs) 20
5 Search and Rescue Transponder (SART) 23
6 NAVTEX 25
7 The Automatic Identification System (AIS) 28
8 Batteries 30
9 The Radio Signal 33
10 International Maritime VHF Channels 39
Quiz 1 30 Questions 44
Quiz 1 Answers 46

PART 2 • RADIO PRACTICE … … … … … … … … … … … … … 49

11 Standard Procedure 50
12 Calls and Calling 58
13 Intership Working 65
14 UK Coastguard 69
15 Port Operations and Harbour Authorities 77
16 Distress 81
17 Urgency 95
18 The Safety Call 98
19 Mobile Phone versus VHF Radio 102
20 Other – Housekeeping Functions 105
Quiz 2 40 Questions 106
Quiz 2 Answers 110

PART 3 • RADIO ROUNDUP … … … … … … … … … … … … 115

Quick Call Guide 116
Radio Jargon Buster 121
Useful Addresses 123
Appendix 1 The International Maritime VHF Bandplan 124
Appendix 2 The Short Range Certificate Syllabus 126
Index 130
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Foreword

When this book was first published, GMDSS was a worrying threat to
the leisure sailor; heralding an unwelcome change from an estab-
lished radiocommunication system to the unknown. Now, eleven years
later, GMDSS is an established system that has demonstrated its use
and value.
The Global Maritime Distress and Safety System (GMDSS) is the latest
development in marine communications, following on from the original
Morse system of the 1980s, through the radiotelephone systems of the
1920s, the VHF system of the 1950s and satellite systems of the 1970s.
It introduces an element of automation to marine communications that
has the advantage of reducing workload on a vessel by obviating the
need for a continual listening watch on calling channels. It is also a shore-
based system, the emphasis being on enabling a vessel to always signal
to the shore. In this way, a vessel is never beyond radio range of someone
who can offer assistance.
The voluntary radio user, who does not have to carry radio under
international conventions, has found great benefit in the past in adopting
the systems developed for the merchant ship, and sharing in the available
safety and information services. Adopting GMDSS techniques gives the
voluntary user an opportunity to take advantage of the infrastructure put
in around the world for GMDSS and of maintaining compatibility with
merchant shipping.
Small craft sailors, who typically stay within VHF range of the shore,
have long experience of carrying VHF radio. The GMDSS adds a new
feature to the VHF radio with the introduction of Digital Selective Calling
(DSC). This permits other vessels to be called up by their identity number
and also provides a button that will generate a distress alert which
contains the position of the vessel. These features all reduce the load on
the traditional calling Channel 16 and obviate the need for continually
listening on the channel. Many Coastguards have fitted DSC equipment
in their coast stations and can react to a distress alert and provide
assistance. Merchant ships can also be called even if they are not
listening on Channel 16.

vi
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FOREWORD

This book sets out to describe the leisure craft VHF-DSC radio system
in detail and shows how it is used in the Global Maritime Distress and
Safety System. With a little training as described, the average sailor will
have no difficulty in mastering VHF-DSC and can move forward into the
world of GMDSS.

Kim Fisher
Head of Navigation
and Communication
UK Maritime and
Coastguard Agency

vii
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Introduction

How it all started

One wonders if Marconi knew the genie he was releasing when he
discovered radio. It is not an exaggeration to say that it has revolutionised
all our lives as communication, entertainment and education are available
at the press of a button.
In 1896 Marconi brought his newly developed wireless from Italy to
London. At that time Britain was the number one sea power and fully
understood the benefit of good ship communication. The first ship fitted
was the East Goodwin Lightship, which had a link to South Foreland
Lighthouse. This was an inspired choice because, in 1899, the SS RP
Matthews ran the lightship down and the lifeboat was summoned by
radio. In 1912, through the use of radio, the whole world soon knew the
fate of the Titanic and although a few lives were saved, many died. Ships
near to the Titanic did not operate a radio watchkeeping regime and so
did not receive her Distress messages. The technology of the day also
limited radio working to Morse code. This involved radio officers listening
for the SOS message which had only just been internationally
standardised.
Since those early pioneering days, radio has evolved to give us the
near-instant communications we have come to enjoy in all aspects of life.
Marine VHF-DSC offers the ability to press a button and summon help,
should the need arise, and to call other vessels and services with the
marine equivalent of a phone number – the Maritime Mobile Service
Identity (MMSI) number.
This third edition has been completely updated and now includes a
short chapter on the Automatic Identification System (AIS), the changes
to the Ship Radio Licence and much much more.

viii
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About this book

The book is divided into three parts – Radio Theory (Chapters 1–10),
Radio Practice (Chapters 11–20) and Radio Roundup, which covers the
‘Quick Call Guide’ and other essential information. Parts 1 and 2 each
have a quiz at the end to help you see how much you’ve learned. I’ve tried
to arrange this book so that you can approach it from a variety of angles
depending on your need:

• If you’re taking the Short Range Certificate or the DSC update module,
there is everything you need to know, including 70 quiz questions with
answers to check your understanding.

• If you're just brushing up on the new system, a glance down the

contents tables will lead you straight to your chosen subject.

• If you are looking for tips on how to get more from your radio, they are
marked with a lighthouse and tinted for quick reference.

• If you need to look up the procedure for a particular call there is the
Quick Call Guide.

My main aim in writing this book is to introduce you to VHF-DSC radio in

as straightforward and non-technical a way as possible. Just as there is no
need to know the intricate workings of the internal combustion engine in
order to drive a car, you don’t need to know the finer points of radiowave
propagation to speak into a microphone.

ix
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PART 1 • Radio Theory

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1 • Global Maritime Distress

and Safety System (GMDSS)

GMDSS
Before the use of radio, a ship sailed over the horizon and was then out
of communication until it reappeared over someone else’s horizon at its
destination. Some ships never reappeared and their fate remains forever
unknown. The introduction and evolution of radio on board ships
significantly reduced the number of losses but it has not completely
eliminated them and it is a sad fact that around ten ships a year still sail
into the wide blue yonder and are never seen again. The bulk carrier The
Derbyshire and the fishing vessel Gaul are just two memorable examples.
Something needed to be done and this task was taken on by the
International Maritime Organisation (IMO) based in London. The first
stage was to set up INMARSAT – a satellite service for ships. This ensured
that ships always had a communication link with the shore from anywhere
in the world and did not have to rely on having another ship within radio
range. Then the IMO developed its Global Maritime Distress and Safety
System (GMDSS) and in February 1992 began phasing it in gradually.
The basic concept of the GMDSS is that search and rescue
organisations ashore, as well as shipping in the vicinity of the vessel or
person in distress, will be rapidly alerted to a distress incident so that they
can assist in a co-ordinated search and rescue operation with the minimum
of delay. The system also provides for Urgency and Safety communications
and the broadcast of navigational and meteorological warnings.
Compulsory compliance with the GMDSS only applies to cargo ships
over 300 tons and most vessels that carry more than 12 passengers. In
GMDSS jargon these are known as ‘Convention Ships’. All other vessels
are classed as ‘Voluntary Fit’. This includes leisure craft.
The basic requirement of GMDSS requires that all Convention
Ships must be able to send and receive a distress call to a Rescue
Co-ordination Centre by at least two independent means. To do this they
must carry:

• An Emergency Position Indicating Radio Beacon (EPIRB) that

transmits a Distress signal over the COSPAS/SARSAT distress satellite
system.
• Radios that use a more sophisticated calling facility provided by Digital

3
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RADIO THEORY

Selective Calling (DSC) and this in turn allows all radio watchkeeping
to be automatic.

With automatic watchkeeping there should no longer be a mandatory

requirement for a ship’s radio operator to listen on CH16, but the IMO
still require a CH16 watch until further notice.

GMDSS and its benefits are there for you if you are prepared to install the
DSC equipment.

GMDSS AREAS
Under the GMDSS, the radio equipment that merchant ships must carry
depends on the sea areas in which they trade. To this end, the world has
been divided into four areas:

Area A1 within range of shore-based VHF coast stations fitted with DSC.

Area A2 within range of shore-based MF coast stations fitted with DSC.

Area A3 within the coverage area of INMARSAT satellites (between 70°N

and 70°S).

Area A4 the remaining sea areas, including polar regions, using HF DSC.

This book is for the vessels that operate in the A1 area.

4
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GMDSS AREAS

Below is a list of the equipment that is included in the GMDSS, most

of which will only be carried by commercial vessels. Strict regulations
apply to the type of equipment carried by shipping, but because this
book is for the leisure sailor there is no need to explain the carriage

GMDSS
requirements of a liner. With this in mind the following table offers a more
realistic breakdown of the type of boating undertaken by leisure craft and
makes equipment recommendations based on those criteria.

Recommended Equipment

Area of operation from coast (nautical miles)

Up to 5M Up to 30M Up to 60M Up to 150M Worldwide

Handheld waterproof ✔ ✔ ✔ ✔ ✔
VHF radio – also for
use in a liferaft

VHF-DSC fixed ✔ ✔ ✔ ✔ ✔
radio installation

406MHz EPIRB with O O O ✔ ✔

121.5MHz for homing
and GPS for position

MF-DSC SSB radio ✘ ✘ O ✔ ✔

INMARSAT ✘ ✘ O O ✔

Navtex receiver O O ✔ ✔ ✔

Search and Rescue ✘ O O ✔ ✔

Radar Transponder
(SART)

HF-DSC SSB radio ✘ ✘ ✘ ✘ ✔

Key: ✔ – Recommended; O – Optional; ✘ – Not Required

In many parts of Europe you are requested to call the local Coastguard
using DSC and you will eventually need DSC to call ships. So now is the
time to consider joining the new system.

5
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RADIO THEORY

The UK and most of the mainland European coast stations are now fitted
for VHF CH70 DSC. This means that there will be increasingly less
watchkeeping on traditional calling channels, although the UK
Coastguard has stated that it will maintain a watch on CH16 for ‘the
foreseeable future’. However, there may come a time when this service
could be withdrawn.
When you buy your new DSC equipment, you will need to apply for a
9-digit Maritime Mobile Service Identity (MMSI) number and program it
into the set. This acts like a telephone number and with it you can call
Coastguard stations and other vessels. In the event of distress, a
dedicated button allows you to make a DSC Distress Alert that
automatically sends your MMSI number and position provided that the
DSC is interfaced with a GPS receiver. Any Coastguard station or DSC-
equipped vessel within your radio range will hear it. Once the call has
been acknowledged communication is continued by voice on CH16.
DSC is simply a digital front-end to normal voice communication that
calls and activates an alarm on the selected DSC radio. This allows
automatic watchkeeping and is as much a step forward in marine radio as
direct dialling was in the terrestrial telephone service.

6
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2 • Red Tape

THE REGULATING AUTHORITIES

Red Tape
The regulations governing the use of maritime radio are set by the
International Telecommunication Union (ITU) and the Wireless Telegraphy
Act 1949. The management of radio communications in the UK is the
responsibility of Ofcom. It is an offence to install or use any radio
equipment on board a UK vessel without first obtaining a radio licence.

THE SHIP RADIO LICENCE

The Ship Radio Licence will allow you to install and use any of the
following maritime radio equipment:

• MF (Medium Frequency), HF (High Frequency), VHF (Very High

Frequency) and UHF (Ultra High Frequency) Radio.
• Satellite communications equipment.
• Transmitting AIS.
• Radar.
• Hand-held VHF or UHF radios.
• Emergency Position Indicating Radio Beacons (EPIRBs).
• SART.

This licence only covers the radio installation, not the operator. Ship
radio licences are available from Ofcom over the internet. They are
free of charge and are valid for the lifetime of the vessel. See:
www.ofcom.org.uk/licensing/OK.
The law requires a vessel’s radio to have a valid licence and it is an
offence not to have a ship radio licence both in UK waters and abroad.
Failure to carry a valid licence carries penalties of a fine and possible
confiscation of the radio equipment.

A licence is required even if the equipment is not in constant use or if it is

only used for distress purposes – so get legal now.

7
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RADIO THEORY

SHIP PORTABLE RADIO LICENCE

A Ship Portable Radio Licence covers the use of a portable, handheld
marine VHF or VHF-DSC radio with an integral power supply and antenna
which is not already covered by a Ship Radio Licence for a fixed radio. It
can also additionally cover the carrying of a 406MHz personal locator
beacon (PLB). This licence is usually issued to someone who intends to
use a handheld radio on more than one vessel. It is issued with a ‘T’
reference as opposed to a vessel callsign and it is usual to use the vessel
name as the identifier because of this.

CERTIFICATE OF COMPETENCE
Just as every driver needs a licence to drive a car, operators of marine
radios also require a licence. This licence is designed to maintain
operating standards; provide knowledge of distress, urgency and safety
procedures; and instruct the user about the regulations that apply to
marine communications. The services provided through the marine VHF
radio are professional services, so operators must be professional in their
use. The only way that this can be achieved is for every operator to be
trained.
The training for the Short Range Certificate is managed by the Royal
Yachting Association (RYA). It is a relatively short course, typically one day,
that culminates with a multi-choice question paper and a simple practical
assessment carried out by an approved assessor. Once you have passed
the test you will be granted a licence. This licence is just like the car driver’s
licence in that it is held for life and it has two parts:

• Part one is the Certificate of Competence that indicates you have

been trained to use the equipment.
• Part two is your Authority to Operate. If you break the radio
regulations, your authority to operate can be withdrawn.

It is permitted for anyone to use the VHF radio provided that any
untrained operator is closely supervised by someone with an Authority to
Operate.
A VHF-DSC operator’s certificate is also an integral part of the RYA
Cruising scheme. It is a mandatory requirement for both RYA Coastal

8
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SPECIFIC REQUIREMENTS FOR RADIO EQUIPMENT

Skipper and Yachtmaster Offshore certificates of competence and is a

desirable qualification for students studying for the RYA Day Skipper
certificate.
If you have difficulty finding a course in your area, or want more
information, contact the RYA. Details are available under Useful
Addresses on page 123.

Red Tape
SPECIFIC REQUIREMENTS FOR RADIO EQUIPMENT
Under the international regulations it is a legal requirement that all radio
equipment meets certain essential requirements. It is the responsibility of
any person who places radio equipment on the market to ensure that the
requirements of these directives are met and that the equipment is marked
with the CE marking. Information must also be supplied to the user on the
intended use of the equipment.
In 2000 the RE&TTE Directive replaced the old ‘type approval’ regime.
Any equipment approved before that date under the older ‘type approval’
regime can still continue to be used.
This legislation is designed to ensure that all marine radios:

• Avoid interference with others.

• Perform in a hostile environment.
• Work correctly in accordance with international agreements for the
safety of life at sea.

If you have any doubts about the specification of a particular piece of radio
equipment, contact Ofcom for advice.

You are strongly advised to check that the equipment you intend to
purchase is fully approved otherwise no licence can be granted and any
radio inspector could confiscate it. Generally speaking, reputable
suppliers only sell approved equipment. However, with the growth in boat
jumbles and internet auction sites, you may be very tempted to buy
foreign or ex-military equipment, neither of which is likely to be approved
for UK vessels. Cheap sets made for the US market will not have the
correct channels for European use.

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RADIO THEORY

THE CALLSIGN
A callsign will be assigned to your vessel when the radio equipment on
the vessel is first licensed. The callsign is rather like the registration
number of a car and stays with the vessel for life even if there is a change
of ownership or vessel name. The callsign is recognised worldwide
because Ofcom registers it with the ITU along with the details you give
about your vessel. Each month, and each year when you re-licence the
vessel, the details are updated with the ITU. Because the callsign
identifies a vessel when you travel internationally, you must inform Ofcom
of any changes to the vessel name or ownership.
A callsign is unique and generally consists of four letters and one
number. As well as providing a unique identification, the first digit (or two)
indicates the stations nationality. The first digit of all British radio stations
is G, M, Z, 2US (less likely ZB–ZJ, ZN–ZO, ZQ).
A portable, hand-held VHF radio used on one vessel alone is classed
as a fixed radio but if it is used on more than one vessel it is classed as a
transportable radio. Owners of this type of radio will be issued with a ‘T’
reference number. The ‘T’ sign attached to the transportable radio is
unique so each individual radio must be licensed separately. You will not
be able to make telephone calls through foreign coast radio stations.

MARITIME MOBILE SERVICE IDENTITY

A Maritime Mobile Service Identity (MMSI) is a unique 9-digit number and
is the equivalent of an electronic callsign. It acts in the same way as a
telephone number.

Ship stations: the first three digits indicate nationality and the last six
identify the individual station. For example:

232 123456
 
National Code Individual Station Identity

Coast stations: the first two digits are 00 followed by the country code,
followed by the individual station number. For example:

10
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ATIS

00 232 0014
  
Shore station code Country code Individual station number

The MMSI allows you to make automatic calls through your Digital
Selective Calling equipment and is the identity your equipment transmits

Red Tape
when you are in distress. An MMSI number for portable equipment has
coding within the numbers to indicate that the radio is likely to be used
on more than one vessel.
To obtain an MMSI number for your vessel you must apply to Ofcom.
You will be assigned your 9-digit number, which is then programmed into
your new DSC equipment either by your supplier or by the owner of the
radio. If your radio is owner-programmable be careful to note the
instructions as some equipment only permits a certain number of
attempts. The DSC operation of your equipment is inhibited until the
vessel’s MMSI number has been programmed into it.
The MMSI number, like the callsign, stays with the vessel. If you sell the
vessel but take the VHF radio for use on your next vessel, you will have
to apply for a new MMSI number and have the new number entered by a
radio engineer.
MMSI numbers of Coastguards are listed in almanacs and the
Admiralty List of Radio Signals.
Note: National Codes for the UK are 232, 233, 234 and 235.

Group Call MMSI: flotillas, races and clubs can use a Group MMSI for the
day. The number is decided by the group and any number can be used,
provided it doesn’t start with 00, which would imply that the vessel is a
coast station. To prevent this, the first digit (0) will be included
automatically by the DSC Controller, but any attempt to use 0 as the
second digit will be rejected. Radios respond to both their individual MMSI
and the Group MMSI. A Group MMSI cannot be used as a vessel’s identity.

ATIS
ATIS or Automatic Transmitter Identification System, which should not be
confused with AIS (see Chapter 7), has been developed to identify vessels
travelling on the busy inland waterways of several European countries
where traffic management is required. Together, these countries form the

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RADIO THEORY

Regional Arrangement Concerning the Radiotelephone Service on Inland

Waterways (or RAINWAT).
In normal circumstances, a vessel is identified by its callsign or MMSI.
However, to use ATIS, a vessel must also have an ATIS number. At the end
of every transmission, when you release the PTT button, the radio sends
out an audible signal, which contains the vessel’s ATIS number,
identifying it to marine coast stations and inland stations.
For UK vessels, Ofcom have agreed with the RAINWAT countries that
the ATIS number will be formed by taking the vessel’s MMSI and adding
the digit 9 as a prefix, making a ten-digit number.
Radios that have the ATIS capability can be programmed by your local
dealer. You will not notice a difference in the way you operate the radio
and there are no buttons to press to activate it. Once programmed into
your radio, it is a passive function.

THE RADIO TELEPHONE LOG

Commercial vessels are required to keep a radio telephone log – a diary
of radio calls. Pleasure craft are not required by law to keep a log, but it
is prudent to keep a reasonable record of significant radio working, eg if
you discuss collision avoidance with another vessel. It is essential to keep
a record of Distress and Urgency working. These details can be kept in
the ship’s log rather than in a separate book.

DOCUMENTS TO BE CARRIED
Vessels voluntarily fitted with VHF radiotelephones must carry the
following documents:

• The Ship Radio Licence.

• The certificate(s) of the operator(s).
• A list of the coast stations with whom you are likely to communicate.
These are contained in Reeds Nautical Almanac and The Admiralty List
of Radio Signals Volume 1 (ALRS Vol. 1).
• A ship’s logbook or radiotelephone logbook.

For quick reference, display a note of your vessel’s callsign and MMSI
number close to the radio and in your logbook.

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3 • The Digital Selective Calling Radio (DSC)

WHAT IS A DSC RADIO?

Functionally, a DSC radio could be regarded as a cross between a

The DSC Radio

telephone and a traditional marine VHF radio – all rolled into one unit. The
Digital Selective Calling function, known as the DSC Controller, simply
sends a burst of digital code that will ‘ring’ another DSC radiotelephone
by triggering an alarm. Once the call has been accepted (the equivalent
of lifting a normal phone’s receiver) you use the radio in the usual way. No
doubt Sod’s Law will be in force, ensuring that it ‘rings’ at just the wrong
moment, so if the call remains unanswered, the details will be stored in
the Received Calls Log.
There are several classes of DSC Controller, each with differing
capabilities for different applications.

• The Class A Controller is fitted to ships that operate in all sea areas
more than 300 miles offshore. These fully comply with GMDSS
requirements.
• The Class B Controller is fitted to ships that operate up to 300
miles from the coast. These comply with the minimum GMDSS
requirements.
• The Class D Controller is a ‘budget’ controller, fitted to voluntary fit
vessels and intended to provide minimum VHF DSC facilities that may
not fully comply with the minimum requirements of the GMDSS. For
example it will not be possible to acknowledge a DSC Distress call
using DSC on a Class D Controller. Most leisure craft will fit this type.

THE FIXED RADIO CONTROLS AND FUNCTIONS

The illustration (see page 14) of the controls of a typical DSC radio and
the following explanation of the functions found on a typical VHF-DSC
radio are very general indeed. Each manufacturer will base the radio on

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RADIO THEORY

1
ABC
2
DEF
3 GHI

DISTRESS
4 JKL
5 MN
6 OP

7
QRS
8
TUV
9 WX

0 YZ
ENTER

The controls of a typical VHF DSC radio

the laid-down specification but each will produce a unique radio. Some
radios will have many additional features, whilst others will be very basic.
In a book of this type it would be impossible to give details of all the
radios available, or indeed second-guess what features may be included
in the future. The short history of the mobile phone is a good illustration
of the speed at which electronics develop. This book is no substitute for
the handbook that comes with your chosen radio.
The most common features are as follows:

Display screen: Ideally, this needs to be large and clear, but the physical
size of the radio is likely to limit the screen size. Its function is to:

• Show the menu items under consideration.

• Prompt the operator if an incorrect operation is attempted.
• Display error messages.
• Display the current position derived from the NMEA interface with the
vessel’s GPS (if fitted). When using the DSC Controller for Urgency,
Safety and Routine calling, position is not included in the call. Position
is only included in Distress calls. The radio should be able to take
direct position input from the vessel’s GPS through the normal NMEA
connection. This option is to be preferred, as the position will be
continually updated. In the event of failure, for any reason, an error
message will show and the position and time will have to be loaded
manually through the numeric keypad and ‘Enter’ or ‘OK’ button.

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THE FIXED RADIO CONTROLS AND FUNCTIONS

• Display the time.

• Indicate that a message is being transmitted (TX) or received (RX).
• Display the power level selected.

50°38’ . 25N 12 . 39 UTC

01°43’ . 40W

The DSC Radio

RX 16
232001457 1W CHAN

The display screen in radio mode

Power switch: This is usually an independent switch or is often

incorporated into the volume control knob. A light will indicate that the set
is turned on.

Menu or Call button: All DSC equipment has a menu where non distress
DSC alerts can be selected and other features, such as the input of a
manual position, can be made.

Cancel/clear button: Check with your instruction book as the use of this
button varies from set to set.

Enter: Used to enter/confirm/send a selected menu item.

Scroll ▲▼ buttons: These allow you to scroll up or down through the menu
available. When you find the item you want simply press ENTER.

Distress button: This clearly identified button allows DSC Distress calls to
be transmitted. To prevent accidental operation it is covered with a
spring-loaded cover. You will see and hear that a Distress call has been
initiated but there is a five-second time delay between initially pressing
the button and the call being sent. This is to prevent false alarms.
Operation differs between sets so check the instructions.

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RADIO THEORY

Numeric keypad: For entering channel numbers, MMSIs, and manual

position information. Most radios are also fitted with alphabet keys for use
with any text-based functions.

Channel 16 dedicated button: This is the primary channel for passing Distress
messages by voice and until all stations convert to using DSC for calling,
it will remain the general calling channel. On pressing the CH16 dedicated
button the radio will automatically switch to high power.

Hi/Lo power switch: The maximum power output for a UK yacht is 25 watts
and is used for all Distress and Urgency working and calls to the
Coastguard. Low power is one watt and where possible this should be
selected in all other circumstances to avoid undue interference to other
stations.

Squelch control: Radio is subject to a lot of background noise that you hear
as a hiss, which overpowers the signal you want to hear. The squelch
control filters out this hiss, but if you turn the knob too far you will filter
out the signal as well. Turn it just enough to cut out the noise but no more.

Microphone: incorporating the Press To Transmit (PTT) switch and on

many current sets a channel and 1/25 watt selection as well. When you
press the PTT switch, your radio becomes a transmitter and you speak.
When you release the switch, the radio reverts to being a receiver and you
listen. The PTT switch cannot be locked on but when the microphone is
not in use, store it where the PTT switch cannot be accidentally pressed.
If it is accidentally activated you will relay to everyone around the sounds
of life aboard your vessel. It is not unknown for a vessel to have its
domestic radio tuned to Radio 1 and the ship’s radio tuned to CH16. With
the PTT switch activated it rebroadcasts Radio 1 on CH16, jamming the
channel for up to a 30-mile radius.

Transmitting indicator: Red LED or ‘TX’ on the display.

Dual watch facility: This allows the operator to monitor CH16 and one other
channel at the same time without having to switch manually between
channels. Transmitting is not possible when dual watch is switched on.
On some sets dual watch is automatically switched off when the handset
is lifted from its hook, or when the PTT switch is pressed. When this
happens the radio will generally tune to the optional channel, not CH16.

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SITING THE RADIO

If you want CH16 to be selected, push the dedicated CH16 button. Icom
and Simrad say that their sets will monitor CH70. One receiver is used
exclusively for CH70 and the other toggles between the channels.

Fit a hook or cradle to store the microphone when it is not in use.

The DSC Radio

Scan and Memory: The button labels could be any of the following: PSCN,
PSC, MS, SCN, R/D, TAG, CALL, MEM, M+, M-, CLR. This facility allows
you to monitor and program into the radio’s memory any number of
channels you wish. The scanner sequentially moves from one channel to
the next in turn, stopping where a signal is detected. Once again, CH70
cannot be included in this mode.

Dim or a light symbol: Background illumination for keys and/or display.

SITING THE RADIO

The set should be fastened firmly in a convenient position that allows you
to use and read the controls easily. It must be sited away from heat, the
steering compass, the engine, sea spray and dampness. When fitting the
radio the installation manual should give you the minimum safe distance
it can be fitted from the steering compass.
The radio must be sited clear of weather so it is usual for it to be in the
cabin of a small boat. To make it easier to use, a waterproof speaker sited
close to the steering position, but not next to the steering compass, is a
definite asset. It allows the person on watch to monitor the radio without
disturbing crew sleeping below. An extension transmitter microphone
handset may also be useful.

PORTABLE RADIO
For small or relatively open boats a handheld set is almost the only option
when it comes to choosing a radio. A portable is also used as a back-up to
a fixed set and, because it is a completely self-contained unit, it will work
when the main electrical supply fails or the vessel has been dismasted.

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RADIO THEORY

Confusingly, there are portable sets sold as GMDSS Transportable,

that are intended for use in survival craft on merchant ships when it is
desirable to have a portable radio to communicate with the rescue craft
during the final stages of a rescue. They are generally coloured a bright
orange or yellow and DO NOT have a DSC capability. They have a limited
number of channels and require special non-rechargeable batteries.
In the future, when portable VHF DSC sets are readily available on the
market, it is hoped that they will come with an integral GPS in order that
position can be included in any Distress Alert. Currently a portable radio
must be connected to an external GPS in just the same way that any fixed
set is, but when the unit is used away from that connection, eg in a liferaft,
the position becomes increasingly misleading. After 23.5 hours the
position will be erased to prevent false position/time information being
transmitted.

Disadvantages
Compared with a fixed set, any handheld suffers three disadvantages:

1 Limited battery capacity.

2 Low antenna height.
3 Low transmitting power.

To take each disadvantage in turn:

Limited battery capacity: Transmitting consumes battery power rapidly.

Advances in battery technology help extend the time but transmitting will
always be restricted.
Talk time can be significantly increased by:

• Using low power (one watt) whenever possible. It is good for at least
two miles.
• Planning what you’re going to say before pressing the button.
• Keeping calls brief.
• Ensuring that you’re understood the first time by speaking clearly in
plain English.
• Choosing equipment that can accept regular alkaline batteries. These
are readily available and can be kept on board, fully charged, until
required.

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PORTABLE RADIO

• Wherever possible, not wasting time calling other vessels on CH16 but
calling direct on an agreed working channel.

Low antenna height: The VHF radio signal is limited by the VHF horizon,
which is approximately five miles when talking to another boat also using
a handheld. (More on this later in the book.) If you have a masthead
antenna you can double this.

Low transmitting power: High power in a handheld is 5 watts compared to

The DSC Radio

25 watts on a fixed set. This is to preserve battery power. It is possible to
increase the effective transmitting output of the radio by up to 40 per cent
by using a high-gain masthead antenna. The problems encountered with
these antennas are that they are about 2m (6ft 7in) long and only work
well when upright. If you have a small boat that spends most of its time
heeled this option is not for you.

None of the problems are insurmountable, but if your boat allows for it
then opt for a fixed radio as the primary radio. You’ll get more facilities,
more transmitting power, more talk time and a greater signal range.
However, it is a good idea to have at least one portable radio on board as
it will offer these advantages:

• It can be used in the vessel’s tender for communications with the

primary vessel.
• It can be used in a distress situation to speak to rescuers.
• In a larger vessel it can be used for communications between the helm
and the foredeck.

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4 • Emergency Position Indicating Radio

Beacons (EPIRBs)

WHAT IS AN EPIRB?
An Emergency Position Indicating Radio Beacon is a self-contained
battery-operated radio transmitter, which is both watertight and buoyant.
It is the closest thing we have to a ‘Beam me up Scottie’ device. Its
purpose is to transmit a Distress Alert and then to mark the position of
survivors in a Search and Rescue operation and should be carried as a
supplement to a marine radio, not an alternative.
If sailing more than a few miles off the coast, it makes sense to have
an alternative means of calling for help. Once activated, an EPIRB should
not be switched off until the rescue has been completed. As soon as it is
over it is important that the EPIRB is deactivated.

Types of EPIRB
Only one type of EPIRB is approved for use in the UK. This uses
406.025MHz with the addition of 121.5MHz for homing-in purposes. A
COSPAS/SARSAT satellite will pick up the 406MHz Distress signal and
pass it down to the Rescue Co-ordination Centre (RCC). The RCC will re-
transmit the Distress Alert to ships in the vicinity of the vessel in distress
and instigate other Search and Rescue procedures. The 406MHz EPIRB
has a unique identification code which identifies the vessel on which it is
carried, and it is a legal requirement to register it. Registration contact
details are available in the Useful Addresses section on page 123.
The latest generation of EPIRBs has GPS capability, giving the precise
location of survivors. When a 406MHz EPIRB is activated, the Rescue Co-
ordination Centre will contact the registration database who will be able
to supply information on the size and type of craft in distress. If you
purchase a second-hand satellite EPIRB, make sure you re-register it with
the relevant database otherwise the rescue services will be looking for the
wrong boat! The location accuracy is approximately three miles.
Older 121.5MHz only devices are no longer recommended for use as
EPIRBs as that frequency is no longer used for satellite alerting. However,

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LOCATION AND CARE OF THE EPIRB

COSPAS/SARSAT Satellite NMARSAT

INMARSAT Satellite
Satellite
SAR helicopter

Coastguard

Ship at sea
Lifeboat

EPIRB Digital signals

Digital signals

Voice signals
Voice signals

Stricken vessel Liferaft with handheld VHF

The EPIRB Distress Alert System

they are recommended for homing purposes in search and rescue

situations, particularly where the 406MHz EPIRB has no GPS facility.

LOCATION AND CARE OF THE EPIRB

The EPIRB should be stowed where it can be ready for use but it must not
be tied to the vessel as an EPIRB that goes down with the vessel will not
work. You can fit a hydrostatic release mechanism that allows
the EPIRB to float free but if you do this, check the hydrostatic
release regularly and replace it in line with the manufacturer’s
recommendation.
An EPIRB that is allowed to just float free is more likely to mark the
position of the wreck so ensure that you collect it and attach it to the
liferaft. Ensure that other pieces of gear, especially anything with
magnetic properties, cannot accidentally activate it or its magnetic relay.

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RADIO THEORY

To prevent false alarms, mount it somewhere dry if it has a salt-water

activated battery.
An EPIRB that is taken off the vessel for any reason should be
deactivated in line with the manufacturer’s instructions. On occasion
EPIRBs have been tracked doing 80mph in the back of their owner’s cars
and every year the authorities waste a great deal of time and money
tracing EPIRB false alarms. It must be remembered that false alarms
mask genuine distresses in the same area.
If you accidentally activate your EPIRB, tell the Coastguard
immediately. Do not turn it off until told to do so by the Coastguard.

If you take your EPIRB home for safekeeping, wrap it in several layers of
aluminium foil. This provides radio frequency screening if it is accidentally
activated.

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5 • Search and Rescue Transponder

(SART)

The SART is a radar transponder that operates on 9GHz when activated

by a vessel using a (3cm) wavelength radar. Its purpose is to assist a
Search and Rescue aircraft or vessel to locate survivors during a Search
and Rescue operation.
When a searching vessel activates a SART, 12 distinctive dots will
appear on its radar screen. As the searching vessel gets closer to the
SART, the dots form arcs and finally, when in close proximity, the arcs
form concentric circles.

SART
SART shows 12 dots Dots change to arcs as In close proximity the
Search and Rescue vessel radar screen shows
gets closer concentric circles

The picture of a SART on a radar screen

A SART has a battery life of 96 hours in standby mode and 8 hours when
it is transmitting, but it only transmits whilst a radar signal is interrogating
it. From a liferaft to a searching ship the transmitting range is
approximately five miles but increases to 30 miles for a searching aircraft.
The signal range to a ship can be increased by extending the pole to its
maximum and by mounting the SART as high as possible.
The SART should be routinely checked for signs of damage and the
battery must be replaced at the end of its life.
If you see a SART signal on your radar, it is signalling a distress situation
for a casualty in your immediate area, so you will need to take action:

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RADIO THEORY

Range approx 30 miles

Range approx 5 miles

Range of a Search and Rescue Transponder (SART)

• Set watch on CH16 and try to contact survivors on VHF.

• Set your course towards the SART signal.
• Make a Mayday Relay call by any means and inform the rescue
authorities.

WARNING: Only use a SART when you are in distress, and on no account
consider using a SART to replace a radar reflector, or radar target
enhancer. Its signal is an internationally recognised distress signal and
any false alert could render you liable for prosecution.

Do not use a SART and a radar reflector together as the radar reflector
could prevent the SAR’s radar from seeing the SART. Some survival craft
have an inflatable radar reflector. Used with a SART it will alter the
characteristics of the SART signal.

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6 • NAVTEX

Navtex is a worldwide information system that provides a print-out of

essential navigation and weather information in English. It can be thought
of as NAVigation TEXt. It has been developed to provide a low cost,
simple means of receiving marine safety information on board vessels in
coastal waters. It is an integral part of the GMDSS that provides
information to help vessels navigate safely.
It is transmitted on two frequencies: 518kHz and 490kHz. 518kHz is for
use worldwide whilst 490kHz has been introduced for use in the language
of a country to provide local information, primarily for small craft. This
information supplements the coastal waters English language 518kHz
Navtex service.
In the UK, the availability of 490kHz has given the opportunity to
provide dedicated forecasts for waters up to 12 miles offshore. Regular
transmissions covering the UK coastal waters are now made from three
transmitters.

NAVTEX
To gain full benefit from the service, dedicated equipment is
recommended. The special equipment comprises a small unit containing
a receiver, fixed-tuned to the Navtex frequencies, and uses either a
screen or a continuous paper feed for displaying the messages received.
The receiver is left switched on continuously and may be programmed to
automatically receive only selected stations and/or categories of
messages. For example, if you do not have Loran-C on board there is no
need for you to receive messages relating to Loran-C, so you can de-
select these. This saves paper and time. Certain categories of message
on some sets cannot be deselected by the receiver, ie navigational and
meteorological warnings and search and rescue information.
A micro-processor control ensures that a routine message already
received will not be reprinted on subsequent transmissions and also that
messages will not be printed unless the received signal is strong enough
to ensure good copy.
Interference between stations is avoided by time-sharing the frequency
and limiting the range of transmitters to around 300 miles. Details of the
transmitting schedule can be found in Reeds Nautical Almanac, the
Admiralty List of Radio Signals (ALRS) Volume 3 and on the internet.

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RADIO THEORY

Three stations cover the UK: Niton, Cullercoats and Portpatrick.

The world is divided into NAVAREAs and the UK is in NAVAREA 1. Each
Navtex station has an identification letter that you program into your
receiver. This ensures that you only receive information that applies to the
area for which the broadcast station is responsible. By studying your
planned route you can program into your receiver the stations that will be
most relevant to you.
The stations closest to the UK in NAVAREA 1 are listed with their
station identity letter on the table below:

518kHz Navtex Stations in NAVAREA I:

Country Station Name Station ID Range (nm)

BELGIUM OOSTENDE (THAMES) M 150

BELGIUM OOSTENDE T 50

FRANCE CORSEN A 300

IRELAND MALIN HEAD Q 400

IRELAND VALENTIA (DUBLIN) W 400

NETHERLANDS DEN HELDER P 250

NORWAY ROGALAND L 450

UNITED KINGDOM PORTPATRICK O 270

UNITED KINGDOM CULLERCOATS G 270

UNITED KINGDOM NITON E 270

UNITED KINGDOM NITON (N. FRANCE) K 270

490kHz Navtex Stations in NAVAREA I:

Country Station Name Station ID Range (nm)

UNITED KINGDOM PORTPATRICK C 270

UNITED KINGDOM NITON (N. FRANCE) T 270

UNITED KINGDOM NITON I 270

UNITED KINGDOM CULLERCOATS U 270

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NAVTEX

A four-character group prefixes each message. The first character is the

code letter of the transmitting station, eg Niton = E, the second character
indicates the category of the message (see table) and the third and fourth
are message serial numbers. 00 denotes urgent traffic such as gale
warnings and are always printed.

Message categories
A Navigational warnings
B Meteorological warnings
C Ice reports
D Search and Rescue information
E Weather forecasts
F Pilot Service messages
G Defunct in European waters but used in other areas for DECCA
messages
H Loran messages
I Available if required
J Satnav messages

NAVTEX
L Subfacts and Gunfacts (UK use)
V Amplifying Navigational warnings initially announced under
category A
Z No messages on hand at the time

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7 • The Automatic Identification System

(AIS)

The Automatic Identification System, known as AIS, is a safety device

that has been fitted to shipping since 2002 and is now increasingly fitted
by owners of leisure craft. With AIS it’s possible to see a vessel’s location,
know her identity and see her course and speed, which is very reassuring
on a wet night or in fog.
The system transfers packets of data at regular intervals over one of two
VHF frequencies, listed as AIS 1 (161.975MHz) and AIS 2 (162.025MHz).
This enables AIS equipped vessels and shore based stations to send and
receive identification information, vessel position, speed and navigational
status, which can be displayed on an electronic chart plotter, computer
display or compatible radar. Essentially it is a collision avoidance system
but increasingly it can be used as an aid to navigation by providing location
and additional information on buoys and lights.
There are two classes of AIS: Class A and Class B. Class A is fitted
to ships and other commercial vessels whilst Class B has a more
limited functionality and is intended for leisure craft and small commercial
work craft.
Position and timing information is derived from a connection to a GPS
receiver and course information can only be sent if the unit is interfaced
with a compass. Depending on which other units the system is interfaced
with defines what information can be transmitted. MMSI, time, SOG,
COG, longitude, latitude, true heading, ship type and dimensions are all
possible.
As with all electronics, manufacturers will build units differently to
capture different markets so it’s important to check out what functions are
and are not available. Increasingly AIS will be integrated into VHF DSC
radios.
All types and classes of AIS use a Maritime Mobile Service Identity
(MMSI) to access the VHF channel in order to communicate. Vessels that
use a Digital Selective Calling (DSC) radio already have an MMSI number
assigned, and this is the same number that they would use for AIS. If you
want to install an AIS unit and you don’t have DSC, then you will need to
apply for an MMSI.

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THE AUTOMATIC IDENTIFICATION SYSTEM (AIS)

Ships transmit
Automatic Identification System (AIS)
∙ Identity
VHF based
∙ Position
∙ Course
GPS ∙ Speed
position/timing ∙ Ship type
∙ Cargo etc
to other ships and to shore

DGPS corrections

VHF transmits
‘ground concerns’

The Automatic Identification System (AIS)

AIS

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8 • Batteries

BATTERY TYPES
Batteries come in two basic types:

• Primary cells
• Secondary cells

Each type of battery has a number of different varieties but the main
difference is that whilst primary cells cannot be recharged, secondary
cells are rechargeable.

Type of cell Area of use

Primary cell EPIRB, SART, Lifebuoy lights, etc
Secondary cell Main battery, handheld VHF

Batteries have to be correctly connected into the circuit due to the

terminals having either positive or negative polarity. Positive terminals
should be connected to positive equipment connections and likewise
with the negative terminal. Connecting the wrong way round is likely to
damage both the battery and the equipment.

Primary cells
A primary cell is not rechargeable. It is filled with a variety of chemicals
whose reaction is not designed to be reversible so this means that when
the chemical reaction is exhausted, the battery is dead. Always replace
the battery with the type specified for the equipment and ensure that you
regularly check these batteries for expiry dates and state of charge. Carry
spares on board.

Secondary cells
These are rechargeable and are referred to as storage batteries. These are
used aboard the vessel to power onboard electrical equipment such as

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BATTERY CARE AND MAINTENANCE

the VHF radio and are recharged from either the vessel’s engine,
generator or through a battery charger connected to mains power. They
come in three basic types:

• Lead acid
• Gel
• Nickel cadmium

Lead acid batteries are still the most common batteries used on boats.
They have sulphuric acid for an electrolyte, and by measuring the specific
gravity of the electrolyte you can accurately determine the state of charge
of the battery. The specific gravity of a fully charged battery will be
1,260–1,290 and a discharged battery about 1,160. To measure the
specific gravity you use a hydrometer. A rule of thumb with the type that
is colour coded is that if the float is in the green the battery is OK and if
it’s in the red it needs charging.
With sealed batteries the only way you can determine their state of
charge is to measure the terminal voltage. Fully charged it should read
12.6 volts.

BATTERY CARE AND MAINTENANCE

1 Batteries are heavy so ensure that your battery bank is adequately
secured. In the event of a knockdown you do not want the battery to
get loose and become a lethal missile to the crew or for it to punch a
hole in the side of the vessel.
Batteries
2 House the battery in a purpose designed battery box that will allow the
flammable hydrogen gas to escape but not allow sea water to get in.

3 Regularly check the electrolyte level and top up to 5mm above the
plates with distilled water as required.

4 During the charging cycle, when hydrogen gas is given off, ventilate the
area well and don’t smoke.

5 Try to fit vents that will not allow battery acid to pour out if the boat gets
caught out in a rough sea.

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6 On a routine basis check for signs of corrosion and ensure that the top
of the battery is kept clean. This will prevent stray currents flowing
between the terminals and flattening the battery.

7 Smear a layer of petroleum jelly over the terminals to protect them from
corrosion.

8 If you carry a handheld VHF ensure that you always have a fully
charged spare battery on board, perhaps kept in the grab-bag. If
possible buy equipment that can accept alkaline cells as these can be
kept on board for extended periods and will be fully charged when
needed.

9 Battery acid is corrosive so wear gloves, old clothing and eye

protection when working on the battery.

The vessel’s service batteries are usually kept in the bilge where the
weight is low down. This makes them very vulnerable if the boat floods or
catches fire and it is just these circumstances that will require a call for
help. Without the battery the radio will not work so there is an argument
for having a dedicated radio battery higher up in the vessel where it is
more protected.

Remember that the radio relies on a battery that relies on an alternator

that relies on an engine that relies on clean fuel, suitable water and
regular maintenance. Ignore any part of the system at your peril!

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9 • The Radio Signal

RANGE
To get the maximum range from your radio installation you will need to
buy the best quality antenna, cable and connectors you can afford.
Choosing the right VHF antenna is an important decision and one that
requires expert advice from a reputable antenna supplier. Good
transmitting antennas are usually good receiving antennas but that is not
necessarily true the other way round. If the transmitter has an output of
25 watts, the aim must be to radiate the full 25 watts from the antenna.
The antenna must be placed as high up as possible to get the best line of
sight (see below). On a sailing vessel it is normally a mistake to site a VHF
antenna anywhere other than at the top of the mast, as lower down
rigging and other structures may obscure radio signals on certain relative
bearings. Powerboats generally use whip antennas but they must be
mounted in the upright position.

Do not rake the antenna back, as you will lose up to 40 per cent of the
antenna’s radiating power.

Line of sight
The Radio Signal

VHF radio waves are like light rays; they travel in straight lines. This is why
VHF is often described as a line of sight form of propagation and, just as
rays of light from a lighthouse are restricted by the curvature of the earth,
so are VHF radio waves. Consequently, the higher the antenna, the further
over the horizon it can see. A rough rule of thumb is that for:

• Ship to ship communications the range is 10–15 miles.

• Ship to shore 30–50 miles.

If you want to calculate the distance of the radio horizon of your vessel or
indeed any other antenna, you need to apply this formula:

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RADIO THEORY

Distance in nautical miles = 2.25 x sq root of height of the antenna in metres.

It’s not as daunting as it looks. Take a look at these examples:

Example 1  Your antenna height is 16m above sea level. Therefore:

Distance in nautical miles = 2.25 x √16

= 2.25 x 4
= 9 miles

When speaking to someone in a liferaft at sea level your radio range

would be about 9 miles.

Example 2  Now suppose that you are speaking to another boat with the
same antenna height as your own boat. Your radio horizon would be
9 miles and so would his, so the radio range is 18 miles.

Example 3  Now suppose that you are speaking to a coast station

whose antenna is 225m above sea level. His radio horizon is:

Distance in nautical miles = 2.25 x √225

= 2.25 x 15
= 34 miles

Add to this your radio horizon of 9 miles and the total is 43 miles.
If you don’t like sums, below is a table of antenna heights and radio
horizons.

Antenna height Radio horizon Antenna height Radio horizon

Metres Miles Metres Miles
2 3 18 9.5
4 4.5 20 10
6 5.5 22 10.5
8 6.5 24 11
10 7 26 11.5
12 8 28 12
14 8.5 30 12.5
16 9 32 13

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EMERGENCY ANTENNA

Digital signals are more efficient than voice (analogue) signals and so
will almost always travel to the limit of the radio horizon, whereas
analogue signals often fade away before they reach the radio horizon.
Given the same set of circumstances, digital signals will travel between
10–20 per cent further than analogue.
High power of 25 watts will give the signal sufficient strength to reach
the limit of the radio horizon, as will one watt; 25 watts simply overcomes
the losses in the system caused by a less than perfect installation and
ensures that the signal reaches its destination. The downside though is
that the higher the power output the more battery power is required. This
is why portable radios only have a limited high power of 5–6 watts
because the available battery power of a portable is relatively small.

When using a portable radio, always have a fully charged spare battery
available.

One problem encountered when using a mixture of digital and analogue

signals to stations over 25–30 miles away is that the digital signal will
probably be received but when the signal changes to analogue, there’s
every chance that the signal will be lost.
The radio wave can be affected by atmospheric conditions that make
it possible to hear coast stations up to 150 miles away.

EMERGENCY ANTENNA
All sailing vessels should have the VHF antenna fitted to the masthead to
The Radio Signal

get the greatest possible radio range. The one drawback is in a

dismasting, when the crew will lose the means to call for help. Equally,
accidents can happen on a power vessel that could lead to the loss of the
antenna, so it is important for all vessels to carry an emergency antenna
that can be fitted to the pushpit or onto a high point on the fly-bridge.
There is a strong argument for vessels with a fixed radio to carry a
handheld VHF radio as an emergency back-up, which can be taken into
the liferaft if the mother-ship is abandoned. In emergencies such as
grounding or a fire, the ship’s battery is often the first casualty and
without it the radio will not work. This is where a handheld radio is
valuable, provided its battery is kept charged and the vessel always

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RADIO THEORY

Approx 60 nautical miles

Ground station 90m high antenna

Approx 35 nautical miles

Ground station 9m high antenna

Approx 15 nautical miles

1m high antenna
Ground station

Approx 15 nautical miles

9m high antenna 9m high antenna

Approx 10 nautical miles

1m high antenna
9m high antenna

Approx 5 nautical miles

1m high antenna 1m high antenna

Typical VHF ranges

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CAPTURE EFFECT

carries a fully charged spare. It should be remembered that the reduced

antenna height of a portable radio and its limited high power will shorten
the radio range.

CAPTURE EFFECT
When your radio is not being used as a transmitter, it is simply a receiver
and it will lock on to the strongest signal it receives. This is known as the
Capture Effect and it is for this reason that two power levels are available
on every VHF radio. Unless you are in distress or talking to a coast station
you should use the lowest power that will allow communication to take
place.
Imagine two boats, one mile apart, communicating on one watt.
Another vessel one mile away comes onto the same channel using 25
watts. The result is that the high power signal obliterates the low power
signal and this thoughtless use of the radio causes annoyance and
frustration for all concerned. If you try on one watt first, but are
unsuccessful, then you may try 25 watts, but please monitor the channel
first to make sure it is clear.

25 W 25 W
Voice signals Voice signals The Radio Signal

1 nautical mile 1 nautical mile

The Capture Effect

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RADIO THEORY

RADIO CHECK
Voice channels: It is prudent to check that the vessel’s radio is in full
working order whenever the vessel sets out to sea. Traditionally, we have
been encouraged to call the Coastguard and ask for a ‘Radio Check’
which means, ‘What is the strength and clarity of my transmission?’. It is
classed as a test call and as such can take no longer than ten seconds.
Calling the Coastguard was no problem in the early days of marine VHF
radio, when there were few leisure craft on the water. Today it is an entirely
different matter. Many parts of the coast are saturated with small boats,
for example, between Selsey Bill and Poole there are in excess of 50,000
boats, most with a VHF radio. If even five per cent of these vessels were
out at one time, Solent Coastguard would have to deal with 2,500 radio
checks. In crowded areas the advice is to check your radio by calling
another vessel on an intership channel (not CH16 please), or speaking to
the Marina Control. If you get a reply, then the radio is working. If you do
not use the words ‘Radio Check’, it is not classed as a test call, so the ten
second rule does not apply. Should you need to check that CH16 is
working, the Coastguard will help you with a Radio Check at any time.
Solent Coastguard ask that radio check requests are made using CH67.

Digital Selective Calling Controller: Facilities may be provided within the radio
under ‘Other’ in the Safety and Calling menu to test the DSC Controller’s
internal functions, without emitting a signal. Please follow the manufacturer’s
instructions in your radio handbook.

UNDER NO CIRCUMSTANCES SHOULD YOU TEST THE CONTROLLER BY TRANSMITTING

A LIVE DISTRESS ALERT.

To test CH70 send a DSC call to another vessel and if you get a reply on
an intership channel you know it works.

To test the DSC Controller, call another vessel by DSC. If you get a reply, the
DSC Controller is working.

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10 • International Maritime VHF Channels

CHANNEL NUMBERING
The VHF frequencies between 156.00MHz and 162.00MHz are allocated
by international agreement for the Maritime Mobile Service, in other words,
boats on the sea. When you purchase a Marine VHF radio, these
frequencies have already been converted into numbered channels and
programmed into the unit so all you need to do is select a channel.
Until 1972 there were only 28 channels but the improvements in
technology then allowed those channels to be doubled by halving their
frequency span. Additional channel numbers were interleaved between
existing channels, but as the numbers between 29 and 59 had been
allocated to other services, 60 to 88 were used instead.

(TX) (RX)

Rosie this is
Rainbow Dancer
(RX)

Rainbow Dancer Rosie

Example
Intership call CH06
Ship transmit (TX) frequency 156.30 MHz Gizmo
Ship receive (RX) frequency 156.30 Mhz

(TX) (RX)

Rainbow Dancer
(RX) this is Rosie
VHF Channels
Int. Maritime

Rainbow Dancer Rosie

Gizmo

Single frequency working

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RADIO THEORY

Some radios are fitted with both the International Channel numbering
system and the channel system used by the USA. They are very different
and when you purchase your radio you should check that the
International system is selected on your radio.

SINGLE FREQUENCY OR SIMPLEX CHANNELS

Single frequency channels use the same frequency for transmitting and
receiving, for example CH06, the primary intership channel uses
156.30MHz. When you push the press-to-transmit button the radio
transmits on that frequency and you speak. When you release the PTT
switch the radio switches to receive on the same frequency and you
listen. You can hear both sides of a conversation if both transmitters are
within range because your radio is receiving on the other station’s
transmitting frequency.

DUAL FREQUENCY OR DUPLEX CHANNELS

Dual frequency or ‘Duplex’ channels use two frequencies, one to transmit a
signal and one to receive a signal eg CH80, a marina working channel. This
has a ship transmitting frequency of 156.025MHz and a receiving frequency
of 161.625MHz. The marina will receive on 156.025 and transmit on 161.625.
The advantage of a Duplex channel is that transmission is possible
simultaneously in both directions. This requires a Duplex radio and two
antennas, or a special duplex filter in the equipment. With this facility normal
two-way conversations can be held in the same way as a normal telephone
conversation because, when one antenna is transmitting, the other is
receiving. Because of the risk of damaging the receiver, the antennas must
be far apart, preferably at either end of a ship. Another vessel close by, fitted
with the same equipment, will be able to hear both sides of a conversation.

SEMI-DUPLEX WORKING
Using two antennas is not practical on a small vessel, so most leisure
craft use a semi-Duplex radio. This set-up uses one antenna to switch
between two frequencies, one to transmit and one to receive. As a
consequence your radio will only ever hear on its receive frequency, in this
case 161.625, a marina’s transmit frequency. Another vessel close by,

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CHANNEL ALLOCATION

(TX)

Westbay Marina,
this is Gizmo
– over

(RX)

Gizmo Rainbow Dancer

Example
Ship to shore call to marina CH80 Westbay Marina
Ship transmit (TX) frequency 157.025 MHz
Ship receive (RX) frequency 157.025 Mhz

(RX)

Westbay Marina,
this is Gizmo
– over
(TX)

Gizmo Rainbow Dancer

Example
Shore transmit (TX) 161.625 MHz
Westbay Marina
Ship receive (RX) 161.625 MHz

Dual frequency semi-Duplex working

fitted with a semi-Duplex radio, will also only hear the marina’s half of the
conversation.
You will never hear the other vessels calling a marina, which is
something to be aware of when calling a busy marina.

CHANNEL ALLOCATION
VHF Channels
Int. Maritime

Each channel is allocated for one or more of the following purposes:

• Distress, Urgency, Safety

• Digital Selective Calling
• Intership
• Coast Radio Stations
• Port operations
• Ship movement
• Yacht safety (UK only)

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RADIO THEORY

VHF CHANNEL USAGE – AN OVERVIEW

Channels 06, 10, 67, 73
These channels have been set aside internationally for use in co-ordin-
ated Search and Rescue operations. In the UK, their use is co-ordinated
with UK Coastguard as follows:

Channel 06
Under GMDSS usage this channel is used for communications between
ships and aircraft for co-ordinating Search and Rescue operations. It is
also an intership working channel.

Channel 10
In addition to its use in SAR operations, this channel is used during oil
spill and other pollution incidents. It is also used for the broadcast of
Marine Safety Information in the UK only.

Channel 67
UK Small Craft Safety. This is also used primarily for SAR operations and
for safety communications with UK Coastguard.

Channel 73
This is also used primarily for SAR operations and for the broadcast of
Marine Safety Information in the UK.

Channel 13
Used for ship to ship communication relating to safety of navigation.

Channel 16
Used for Distress, Urgency and Safety traffic by voice. CH16 is also the
intership calling channel where one of the vessels does not have DSC or
where the MMSI of the called vessel is not known. It may also be used by
aircraft for safety purposes.

Channel 70
Allows Digital Selective Calling for Distress, Urgency and Safety alerting
in addition to initiating routine calls of other vessels and coast stations
using DSC. You will need to know the MMSI of the station you wish to
call.

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PRIVATE CHANNELS

Channel 6, 8, 72, 77
Used for Simplex intership communications.

Channel 80
Channel 80 is an international maritime channel allocated for use by
marinas in the UK. Please note that it is a dual frequency channel.

PRIVATE CHANNELS
In addition to the International channels, there are channels available to
allow communication with Private Radio stations that have to pay to use
them. They are not included on the International VHF Bandplan because
they are only for use in this country. The channels are:

Channels M (157.85MHz) and M2 (161.425MHz)

These are UK channels and should only be used in UK territorial waters.
They are generally used by yacht clubs to control club safety boats and
maintain contact between a committee boat and the shore during a
regatta.

VHF Channels
Int. Maritime

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Quiz 1 • 30 Questions

1 How often must a ship station licence be renewed?

2 Under whose control may members of the crew use the VHF on board a vessel?

3 How many numbers make up an MMSI number?

4 To what do the letters MMSI refer?

5 What is a vessel’s callsign?

6 To what do the letters DSC refer?

7 To what do the letters GMDSS refer?

8 Is position and time included in all DSC calls?

9 How often should the position be updated when you have to input it manually into the
DSC Controller?

10 With what number must a group MMSI start?

11 What is the maximum power output of a VHF radio for use in UK vessels?

12 What does the dual watch facility allow?

13 What function does the squelch control have?

14 What are the two Navtex frequencies?

15 On what frequency does a Cospas Sarsat/EPIRB transmit?

16 Is it permitted to use a SART except in an emergency situation?

17 On a vessel with an antenna height of 10m and a power output of 25 watts

contacting a Coast Radio Station with an antenna height of 100m, what is the likely
radio range?

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QUIZ 1 • 30 QUESTIONS

18 Two vessels transmit simultaneously on the same VHF channel. Vessel A is using 25
watts and vessel B is using one watt. Whose signal would another vessel, equidistant
from both receive, the signal from A or B?

19 What is the maximum permitted time for a Radio Check?

20 Is it permitted to check that the radio is working by transmitting a Distress Alert on

CH70?

21 What is the likely range of an intership call on full power?

22 In the case of Distress, Urgency or Safety working, should you always use the highest
or lowest power level that allows communication to take place?

23 What is a single frequency channel?

24 What is a dual frequency channel?

25 Can you use speech on CH70?

26 What is the maximum duration of a call on CH16 except in Distress and Urgency
working?

27 When using CH16 for Distress, Urgency or Safety traffic, what power level should be
selected, 25W or 1W?

28 When you press the PTT switch does the radio become a transmitter or receiver?

29 On which frequency are international English language Navtex messages transmitted?

30 Which of the following Navtex messages can you de-select on your receiver:
• Navigational warnings
• Meteorological warnings
Quiz 1 • Questions

• Loran messages
• Search and rescue information.

Answers on pages 46–47.

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Quiz 1 • Answers

1 Never. It is valid for the lifetime of the vessel.

2 The person with the Authority To Operate.

3 9.

4 Maritime Mobile Service Identity. It is the 9-digit number used by the DSC Controller.

5 The unique number issued by Licensing Authority when a Ship Radio Licence is first
issued.

6 Digital Selective Calling.

7 Global Maritime Distress and Safety System.

8 No, only Distress Alerts.

9 Regularly. Hourly if possible but at least every four hours.

10 Zero.

11 25 watts.

12 It allows you to monitor CH16 and one other channel at the same time.

13 It reduces background interference.

14 518kHz and 490kHz.

15 406MHz.

16 No.

17 30–40 miles.

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QUIZ 1 • ANSWERS

18 A.

19 10 seconds.

20 No.

21 10 miles.

22 Lowest.

23 A channel that uses the same frequency for transmitting and receiving a signal.

24 A channel that uses one frequency for transmitting a signal and another for receiving
a signal.

25 No.

26 One minute.

27 25 watts.

28 Transmitter.

29 518kHz.

30 Loran messages.

Quiz 1 • Answers

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PART 2 • Radio Practice

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11 • Standard Procedure

REQUIREMENT FOR STANDARD PROCEDURE

English is the recognised international language of radiotelephony – thank
goodness! If it were a lesser-known dialect of Outer Mongolian, or even
French, most of us Anglophiles would have a severe problem. So put
yourselves in the shoes of those whose first language isn’t English and
imagine their problems. This is why we need to use standard procedure.
Standard procedure and familiar words provide a common pattern,
understood by radio operators and most nationalities. When standard
words or phrases are used in an expected order, they are much easier to
discern against a background of interference and poor accents.
Departures from the standard procedure often create confusion, reducing
the reliability and speed of communication.

To sound like a professional – learn the correct procedure.

Position
Latitude and longitude: When latitude and longitude are used they are
expressed in degrees, minutes and tenths of a minute, North or South of
the equator and East or West of the Greenwich Meridian. Latitude is
expressed first, longitude second eg 50° 41’ N 001° 03’ W. Some vessels
operate close to the Greenwich Meridian so it is vital that the radio operator
knows whether he is to the East or West of it. A mistake could result in
rescue services searching for a distressed vessel in the wrong area.

Example:  ‘There are dredging operations in position five zero degrees

four one minutes North, zero one degrees zero three minutes West’.

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THE PHONETIC ALPHABET

Bearing and range: Where position is related to a charted object, the object
should be well-defined, eg a lighthouse rather than a buoy. The bearing

Standard Procedure
given must be in three-figure notation from true north. Also it must be the
bearing that the vessel bears from the charted object not what the
object bears from the vessel and so is the opposite of a waypoint’s
position on a GPS.

Example:  ‘There are sea defence operations in position two seven zero
degrees from Hurst Castle, half a mile’.

Course: Course must always be given in three-figure notation from true

north so an easterly course will be 090°(T) not 90°(T). Whether this is to or
from a mark can be stated.

Example:  ‘My course is two five zero degrees true’.

Distance: Distance should be expressed in nautical miles and tenths of a

mile (a cable). It is permissible to use kilometres and metres but whatever
the unit it must always be stated.
Speed: Speed is expressed in knots (one knot = one nautical mile per
hour). Unless stated, it indicates speed through the water and is the
speed you read from your vessel’s log. If you mean speed over the ground
then this must be stated as ‘ground speed’.
Geographical names: Place names should be those used on charts and in
sailing directions. Where there is a risk of confusion, use a latitude/
longitude position as confirmation.
Time: Times should be expressed using the 24-hour clock, indicating
whether you are using UTC (GMT), zone time or local time.

THE PHONETIC ALPHABET

The phonetic alphabet, set out in the table on page 52, has been worked
out by an international committee as being the most suitable words for
pronunciation by radio operators of different nationalities and accents.
For example, there are no words that contain ‘TH’ as this is very difficult
for some nationalities to pronounce. It is recommended by the ITU for use
in radiotelephony.

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RADIO PRACTICE

Letter Word Spoken as Letter Word Spoken as

A ALFA ALFAH N NOVEMBER NOVEMBER

B BRAVO BRAHVOH O OSCAR OSSCAR

C CHARLIE CHARLEE P PAPA PAHPAH

D DELTA DELLTAH Q QUEBEC KEHBECK

E ECHO ECKOH R ROMEO ROWMEOH

F FOXTROT FOKSTROT S SIERRA SEEAIRRAH

G GOLF GOLF T TANGO TANGO

H HOTEL HOHTELL U UNIFORM YOUNEEFORM

I INDIA INDEEAH V VICTOR VIKTAH

J JULIET JEWLEEETT W WHISKEY WISSKEY

K KILO KEYLOH X X-RAY ECKSRAY

L LIMA LEEMAH Y YANKEE YANGKEY

M MIKE MIKE Z ZULU ZOOLOO

The syllables in bold type are to be emphasised. This leads to the

standard pronunciation of each word.
Words that are difficult to understand, words with difficult spellings or
groups of letters within the text of a message may be spelt using the
phonetic alphabet. To warn the other station that you are about to spell
the last word or group of words phonetically you use the words ‘I Spell’.
Incidentally, if you have the opportunity to name a vessel, name it with
the radio in mind. Unusual spellings like Hoof Hearted, Llamedos or
Werdehelarewee may seem like divine inspiration after a few pints, but
these names will have you spelling phonetically on every radio call.
Names such as Don’t Know, Can’t Tell or Sinking Fast may cause
confusion to a Coastguard anxious for information and a simple name like
Ho when repeated three times, could have you sounding like Santa.
Another consideration is length. Flame Lily of Buckler’s Hard is not only a
bit of a mouthful but you’ll need a lottery win for the dodger letters.

To save time and mistakes it is always a good idea to have the vessel’s
name and callsign spelt phonetically on a card, displayed near the radio.

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PRO-WORDS

Phonetic numbers

Standard Procedure
When numbers are transmitted, send them digit by digit using the
following pronunciation to aid clarity:

Number Written Pronounced

1 ONE WUN
2 TWO TOO
3 THREE TREE
4 FOUR FOWER
5 FIVE FIFE
6 SIX SIX
7 SEVEN SEV-EN
8 EIGHT AIT
9 NINE NINE
0 ZERO ZERO

PRO-WORDS
These can best be described as procedural words that are used by all
nationalities to avoid confusion. They are designed for brevity. Brevity was
once defined as ‘the soul of lingerie’ ie the shorter and less there is the
better. It is also the soul of radio communication.
The following list of pro-words is those that you are likely to use, so it
is worth learning them:

OVER The invitation to reply to your transmission.

OUT Signifies the end of working and no reply is expected. So it is wrong

to say ‘over and out’.

RECEIVED Used to acknowledge the receipt of a message.

SAY AGAIN Used when you require a message or part of a message to be

repeated or emphasised. Used with: ALL; WORD AFTER; WORD BEFORE;
ALL AFTER; ALL BEFORE; ALL BETWEEN.

I SAY AGAIN The response to SAY AGAIN.

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RADIO PRACTICE

REPEAT This is used when emphasis is required.

RADIO CHECK Please tell me the strength and clarity of my transmission.

Radio checks are classed as test calls and therefore, must take no longer
than 10 seconds.

I SPELL Intention to spell the last word or group of letters phonetically.

CORRECTION Spoken during the transmission of a message indicating that

an error has been made and is about to be corrected.

IN FIGURES The following numeral or group of numerals are to be written

as figures.

IN LETTERS The following numeral or group of numerals are to be written

in letters, ie if an address is 21 Sevenoaks Road it might get written as
217 Oaks Road.

STATION CALLING Used when a station receives a call intended for it but is
uncertain of the identity of the station calling.

THIS IS This transmission is from the station whose name or callsign

follows.

DELTA ECHO Where there are language difficulties it is used instead of

‘This is’.

I READ BACK If the receiving station is doubtful about all or part of a

message the station may repeat it back to the transmitting station. It
precedes the repetition with ‘I read back’.

WRONG Used by the receiving station if the above has incorrectly been
repeated back.

TRANSMISSION RULES – The 14 Commandments

Transmission rules are the radio equivalent of the Ten Commandments.
They are simple rules, laid down internationally and are essential to the
efficient use of radio frequencies and channels. The following are strictly
forbidden – you break them at your peril!

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TRANSMISSION RULES – THE 14 COMMANDMENTS

1 Transmissions without identification. A station’s identity can either be the

Standard Procedure
vessel’s name, callsign or the 9-digit Maritime Mobile Service Identity
(MMSI).

2 The use of Christian names or other names in lieu of the ship’s name or callsign.
No ‘Ten Four Good Buddy – Come Back’ or other such ‘handles’.

3 Transmissions which have not been authorised by the Master of the vessel.
The Master of the vessel must permit the radio’s use but he may not
necessarily be the person with the authority to operate.

4 Operation of a VHF radio by unauthorised persons. Calls can be made

under the close supervision of a person with the authority to operate.
It is the person with the authority to operate who controls the use of
the radio once permission to use the radio has been received from the
Master of the vessel.

5 Transmission of false Distress, Safety or identification signals. It is an

offence to put out false signals. Regardless of how much you like
watching lifeboats or want to be beamed up from your heaving vessel
into a safe, stable helicopter, it is illegal. False signals that are
malicious carry severe penalties. Be very careful if you have
inquisitive, bored or rebellious children on board.

6 Closing down before finishing all operations resulting from a Distress call,
Urgency or Safety signal. When you become involved in any of the
situations above, lives may depend on your radio link remaining open.

7 Broadcasting messages or programmes without expecting a reply. The radio

is licensed for communication, not broadcasting. An ‘All Ships’ call is
not a broadcast but a message addressed to all stations listening to
that channel.

8 Making unnecessary transmissions or transmitting superfluous signals.

Unnecessary transmissions are those that are not concerned with
ship’s business. Superfluous signals indicate that your radio
installation could be faulty and should be repaired before making
further transmissions.

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9 Transmission of obscene, profane or indecent language. Even if a vessel has

forced you to give way when you were the stand-on vessel, you
cannot doubt the parentage of its Master over the air.

10 Use of frequencies other then those covered by the ship’s licence. The ship’s
licence only covers the vessel for the frequencies stated in it. It does
not cover you for any other service eg Amateur Radio, Civil Aviation
frequencies, etc.

11 The broadcast or transmission of music. It is not permitted to liven up the

airways with a rousing sea shanty.

12 The transmission of messages intended for reception of addresses on shore,

except through a Coast Radio Station. It is forbidden to use a marine VHF
radio in place of a normal telephone but it is permissible to use CB
radio, a mobile phone or, if you are a licensed radio amateur, ham
radio.

13 The broadcast of messages intended for reception of addresses on shore. For

example, the family of a fisherman has a radio scanner at home to
monitor the whereabouts of the fishing vessel. The fisherman cannot
broadcast to his family, ‘Home in half an hour, get the coffee on for me
and the lads’.

14 Secrecy of correspondence. Radio operators and others shall not divulge the
contents or even the existence of any correspondence that is transmitted,
intercepted or received.
When you apply to be examined for your radio certificate you will be
asked to sign a ‘Declaration of Secrecy in the Operation of Radio
Apparatus’. It says:
‘I ............................... do solemnly and sincerely declare that I will not
improperly divulge to any person the purport of any message which
I may transmit or receive by means of any radio apparatus operated
by me which may come to my knowledge in connection with the
operation of the said apparatus.’
Therefore, regardless of the fee tabloid newspapers are prepared to
pay for the sensational revelations received on your radio, you are
bound to absolute secrecy by this section of the 1884 Post Office
Protection Act.

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VOICE PROCEDURE

VOICE PROCEDURE

Standard Procedure
When you first use a radiotelephone you are likely to be very nervous,
especially if you are speaking to professionals such as the Coastguard.
But with use, the art of communicating by voice over the radio becomes
easier and you soon learn to relax. Once you have worked out what to say
you have to consider how you will say it.
The necessity for clear speech over the radio is obvious, as a message
that is difficult to understand is as reliable as a politician’s promise. There
are several points to consider:

PITCH The voice should be pitched at a slightly higher level than for normal
conversation. Any tendency to drop the pitch of the voice at the end of a
word or phrase should be avoided.

VOLUME The microphone should be held a couple of inches in front and to

the side of the mouth. Speak into it at normal conversation level and do
not shout as shouting may overload the microphone, causing distortion.
If the person receiving your call cannot hear you he can alter the volume
at his end. It also avoids the remnants of your last meal ending up in the
mesh of the microphone!

CLARITY Speak clearly, so that there can be no confusion with other words
and emphasise weak syllables so that a word such as ‘roar’ is not
mistaken for ‘raw’. People with strong accents must be aware that they
may not be so easily understood over the radio.

SPEECH Messages to be copied down should be sent slowly and in

phrases rather than word by word. Pause at the end of each phrase to
allow the receiving operator to copy it down and remember that the
average reading speed is 250 words a minute, speaking speed is 150
words a minute and writing speed is only 20 words a minute. Any Radio
Four Shipping Forecast announcers reading this please take note.

To avoid too many ‘ums and errs’, write down exactly what you want to
say. It will give you confidence and save time.

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12 • Calls and Calling

THE CALLING CHANNELS

Channel 70
CH70 uses only digital communications. It is used for digital alerts that are
to do with Distress, Urgency and Safety, or when an MMSI number is used
to contact another vessel or shoreside facility, such as the Coastguard.
CH70 is automatically selected for all DSC data transmissions and has
a capacity of around 500 calls an hour. DSC Distress Alerts from a vessel
would normally be received, and a DSC acknowledge-ment made, by a
shore station. In the event of a casualty not receiving a DSC
acknowledgement the vessel’s DSC will repeat the DSC Distress Alert up
to five times at 4–5 minute intervals.

Channel 16
Provision has been made in the GMDSS to limit CH16 to Distress,
Urgency and Safety traffic. However, until the majority of vessels have
DSC, or the UK authorities allocate an alternative non-DSC calling
channel, CH16 can be used for intership calling in addition to Distress,
Urgency and Safety working. Therefore the use of CH16 broadly falls into
two main categories:

1 Distress, Urgency and Safety traffic on radiotelephony. Once the initial

Distress, Urgency or Safety Alert has been transmitted on CH70 the
radio automatically re-tunes to CH16 for the subsequent voice
communication with the acknowledging station.

2 The calling channel. For vessels that do not have a DSC radio or where
a vessel’s MMSI number is unknown, CH16 acts as a meeting place for
intership calls prior to changing to a working channel. Vessels with a
DSC radio will use CH70 as the calling channel except for
organisations that must be contacted directly by voice on their working
channels. Always check the working channel with Reeds Nautical
Almanac or the Admiralty List of Radio Signals.

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INITIAL CALLS BY RADIOTELEPHONE (VOICE)

To assist in the reception of Distress traffic, no routine transmissions on

CH16 should exceed one minute. This highlights one of the fundamental
differences between using CH70 and CH16 for calling. Using CH70 the
digital call is virtually instantaneous.
If the DSC Controller has selected CH16 for Distress, Urgency or
Safety traffic, or you have pressed the CH16 dedicated button, high

Calls and Calling

power will be automatically selected. If you are about to make a call
where high power is not required, select low power.
When monitoring in dual watch and a signal is detected on CH16, the
receiver will remain on CH16 for the duration of the call. When a signal is
detected on the alternate channel, CH16 will continue to be sampled at
intervals for a fraction of a second, interrupting reception on the channel in
use. If a signal is detected on CH16, the receiver will lock onto it and
communications with the alternate channel will be lost.

INITIAL CALLS BY RADIOTELEPHONE (VOICE)

All calls on the radio follow the same pattern and conform to standard
radio procedure.
Before making the call always check the channel is clear.
Every initial call on the radiotelephone has four components:

1 THE IDENTITY OF THE STATION CALLED

This is the vessel’s name, callsign or 9-digit MMSI number. For DSC
transmissions you will use the MMSI number, for voice transmissions you
will normally use the vessel’s name. However, where there are two vessels
bearing the same name or there is a risk of confusion, such as being
unable to pronounce the vessel’s name, you will use the vessel’s callsign
or its MMSI number. The spoken repetition of identity is between one and
three times and dependent on a variety of factors:
• Is the station expecting a call or are you calling on a working channel?
If so the radio operator will be tuned in to listen for the vessel’s identity
so one call only is needed.
• Is the vessel likely to be monitoring the channel, but not be expecting
a call? In this case it would be better to call twice, once to alert, the
second to confirm.
• Are radio conditions difficult or are you involved with Distress, Urgency
or Safety working? In this case you must call three times.

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2 THE WORDS ‘THIS IS’ FOLLOWED BY –

3 THE IDENTITY OF THE CALLING STATION

This is the vessel’s name, callsign or 9-digit MMSI number. Again the
spoken repetition of identity depends on a variety of factors.
• Is the station likely to be monitoring the channel, but not be expecting
a call? In this case it would be better to call twice as the second call
will confirm the calling station’s identity.
• Are radio conditions difficult or are you involved with Distress, Urgency
or Safety working? In this case you must call three times.

4 AN INVITATION TO REPLY
The word ‘over’. After contact is established, the callsign or other
identification need only be transmitted once on each ‘over’.

CONTROL OF COMMUNICATIONS
Ship to shore
When talking to coast stations, regardless of who starts the conversation,
it is the coast station that controls communications by giving you the
working channel to use. This is because they are only licensed for the
channels they are permitted to use, eg the Coastguard will have CH16, 67
and so forth. The same will apply to DSC. When you have entered the
MMSI of the coast station you wish to call, the DSC Controller will not ask
you to enter a working channel, instead the ship’s radio will automatically
tune to the working channel indicated in the DSC acknowledgement.

Intership
In intership communication on DSC, it is the calling vessel that chooses the
intership channel. If this is inconvenient for the receiving station he has two
choices. The first is to make a fresh DSC call back to the calling station
suggesting an alternative channel, or secondly, he can suggest the
alternative channel when the communication goes over to voice on the first
suggested intership channel. The called vessel therefore still controls
communications.
When using CH16 for the initial call it is now recommended that the
calling station nominates an empty channel as it makes the use of CH16

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CONTROL OF COMMUNICATIONS

more efficient. But be aware that not all ship stations have the full number
of channels available so the called station needs to agree to a suggested
channel. Some portable radios have a very limited number of channels. In
all cases the called station controls communication.

When calling on CH16, it is a good idea to suggest a working channel in

Calls and Calling

the first ‘Over’. It saves time on CH16 but does not override the called
station’s right to control the communication.

Watchkeeping
The VHF radio has two receivers: one that constantly monitors CH70 and
another that monitors a channel of your choice, ideally, this should be CH16.
It must be remembered that because there is only one antenna,
watchkeeping on CH70 is suspended when the radio is transmitting. With
dual watch selected, it is possible to monitor a third channel.
When a ship station receives a message on CH70 an alarm will sound
and the message will be displayed on the display screen. Once the
receiving operator has accepted the call, the DSC Controller will
automatically switch the radio to the suggested channel contained in the
message. Calls are also logged and stored for later retrieval.
Another aspect of good watchkeeping is the ability of the skipper to
monitor the radio as well as what is happening on deck by having a
waterproof extension speaker in the cockpit. This is especially useful in
rescue situations where the skipper is required to be everywhere at once.
With a speaker in the cockpit, a member of the crew can be detailed below
to take instructions from the lifeboat or helicopter on the main radio while
the skipper keeps control of the activities on deck.

If you fit an external speaker, do not install it next to the steering compass.
The magnets in the speaker may induce deviation.

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RADIO PRACTICE

Garbled calls
There are two common types of garbled calls. They are:
1 STATION CALLED – CALLSIGN GARBLED
When a station receives a call without being certain that it is intended
for it, it must not reply. It must wait until the call has been repeated
and understood otherwise if all the listening stations replied, there
would be chaos.
2 CALLING STATION – CALLSIGN GARBLED
When a station receives a call, which is intended for it, but is uncertain
of the calling station’s identity, it should reply as follows:

STATION CALLING GIZMO – STATION CALLING GIZMO – THIS IS

GIZMO – SAY AGAIN – OVER.

Unanswered calls
Voice
Continued repeated calls are a frequent unnecessary use of a channel
and a pain to everyone listening. If a call goes unanswered check that the
controls on your set are correctly adjusted.

Install the radio where the controls can be easily used and read.

Check that
• The power is on.
• You have selected high power if you have been using low power.
• The volume is turned up. The station may be replying but with the
volume turned down you will not hear it.
• Squelch is adjusted to cut out background noise only and not the
incoming signal.
• The correct channel is selected. Are you in dual watch mode?

You may repeat the call at two-minute intervals up to a maximum of three

consecutive calls. After this a three-minute gap should elapse before
trying again. This does not apply to Distress working.

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PRE-CALL PROFORMA

Unanswered calls – DSC

All calls by DSC are stored under the RECEIVED CALLS or LOG menu for
retrieval later. As a minimum the DSC Controller must be able to store
details of the last call received. To check your logged calls choose
RECEIVED CALLS and scroll through the list.

Calls and Calling

PRE-CALL PROFORMA
Before you make any call on the radio you need to assemble all the
information that will be required. Most small craft operators do not use the
radio sufficiently for all the procedures to become second nature, so I
suggest you try using a pre-call proforma like this ‘Calling Card’.

CALLING CARD
CHANNEL FOR INITIAL CALL: CHANNEL FOR MESSAGE:

CALLED STATION IDENTITY: MMSI:

NAME: CALLSIGN:

CALLING STATION IDENTITY: MMSI:

NAME:

PHONETIC SPELLING:

CALLSIGN PHONETICS:

INFORMATION TO BE INCLUDED IN THE MESSAGE:

Laminate the card so that it is re-usable. Before laminating, fill in the

vessel’s name, callsign and phonetic spelling in permanent ink. The
variable information can be added using a dry-wipe pen or Chinagraph
pencil.

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RADIO PRACTICE

CALLING CARD
CHANNEL FOR INITIAL CALL: 80 CHANNEL FOR MESSAGE: 80

CALLED STATION IDENTITY: MMSI:

NAME: WESTBAY MARINA CALLSIGN:

CALLING STATION IDENTITY:

NAME: RAINBOW DANCER

PHONETIC SPELLING:
ROMEO, ALPHA, INDIA, NOVEMBER, BRAVO, OSCAR, WHISKEY
DELTA, ALPHA, NOVEMBER, CHARLEE, ECHO, ROMEO

CALLSIGN PHONETICS:
MIKE, ZULU, MIKE, SIERRA, SIX

INFORMATION TO BE INCLUDED IN THE MESSAGE:

Want a berth for 4 nights with a shore power connection
Length: 14.25M Draught: 2M Beam: 3.3M

Using a Calling Card for a marina call

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13 • Intership Working

INTERSHIP CHANNELS

Intership Working
Intership channels are not for ‘chatting’ between ships but are for passing
messages concerned with ship’s business. What exactly constitutes
ship’s business is hard to define. A discussion about your favourite TV
soap is definitely not ship’s business, whilst a recommendation to use
Bogogloop for your leaking stern gland probably is. Although no one is
going to object to a few pleasantries, never forget that all the time you
have the PTT switch depressed, you are monopolising that channel and
everyone else tuned into the channel can hear you.

Channel no Single frequency Ship transmit Ship receive

6 ✔ 156.300 156.300
8 ✔ 156.400 156.400
72 ✔ 156.625 156.625
77 ✔ 156.875 156.875

Channels 6, 8, 72 and 77 are exclusively for intership use and all radios
must be fitted with Channel 6, the primary intership channel. Each
channel is single frequency. This means that other vessels tuned into the
same channel can hear both sides of your conversation. If you are not
using DSC to make the initial call, you will have to choose the intership
channel on which you will pass your message. Because of the pressure
placed on this limited number of channels use higher numbered channels
where possible. We are conditioned to start with the lowest channel
number and work up until a free channel is located. If you want a free
channel try starting with the highest numbered channel and work down.
It is not essential to use CH16 for the initial call as you can arrange to call
direct on an intership channel.

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COLLISION AVOIDANCE
It is often assumed that a VHF radio is a useful aid to collision avoidance
because it allows two vessels to speak to each other. This must be
treated with caution for four reasons:

1 You may be able to identify the name of a ship but is he able to identify
you? From his bridge he is likely to be able to see several small boats
and from a distance one yacht or powerboat looks like another. Can
you be sure that he knows with which vessel he is making collision
avoidance arrangements? Often, by the time it becomes obvious that
a mistake has been made, it is too late to avoid a collision.

2 Collision regulations. Under the rules of the road, vessels less than 20m
long must not impede the safe passage of vessels that can only navigate
in a deep-water channel. So don’t bother with the radio – obey the rules.

3 High-speed commercial traffic, with its tight timetables and business

pressures, is relying increasingly on navigation aids with the
consequence of less time to discuss arrangements for collision
avoidance. In poor visibility you may get your first sighting of a fast
ferry when it is only one mile away and with a closing speed of 45 knots
you will have a little over one minute to decide what to do.

4 Unless you know the MMSI number of the vessel or have AIS you will
have to call on CH16 and then switch to an intership channel for
conversations about navigational safety. In open sea, with vessels
using automatic watchkeeping by DSC on CH70, calls made on CH16
may go unheard.

ONBOARD COMMUNICATIONS
Onboard communications using handheld equipment should be carried
out using Channels 15 and 17, as they are automatically restricted to a
power output of one watt to prevent interference on CH16. The usual
format of an onboard call is to refer to the fixed radio as ‘Vessel name
control’ and each transportable radio as ‘Vessel name Alfa, Bravo, Charlie’
and so on. For example:
‘Gizmo Alfa, this is Gizmo Control, over’.

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AN EXAMPLE OF AN INTERSHIP CALL USING DSC

AN EXAMPLE OF AN INTERSHIP CALL USING DSC

70 Rainbow Dancer calls Rosie by DSC. Rosie receives the DCS call.

CHANNEL ? 77 ▲▼ CALL FROM [232001457] ON CH77

PRESS ENTER TO SEND PRESS ENTER TO ANSWER

RX 77 RX 77

Intership Working
232001457 1W CHAN 232000763 1W CHAN

Rosie accepts the call. Radio tunes to CH77.

Station calling Rosie

77
This is Rosie
OVER
Rosie, this is Rainbow Dancer
We are two miles east of
Lulworth Cove.
ETA thirty minutes.
What is your position and ETA?
OVER
Rainbow Dancer, this is Rosie
We are four miles south
west of Lulworth.
ETA one hour.
We will see you there.
OVER
Rosie, this is Rainbow Dancer
Fine, we’ll have the
corkscrew ready.
Rainbow Dancer
OUT
Rosie OUT

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RADIO PRACTICE

MMSI UNKNOWN – HOW TO MAKE AN INTERSHIP CALL

(VOICE ONLY)
• Note down all the information required to make the call (see Pre-call
Proforma page 63).
• Check to see which intership channel is free and note its number.
Although it is the called station that controls communication, there is
nothing to prevent the calling station suggesting an intership working
channel. This makes sense because the calling station knows that it is
about to make the call, but the called station does not. It can save time
and prevent the confusion that arises if the vessel called plucks a
channel number out of the air that turns out to be in use.
• Select CH16, select low power, press your PTT switch and transmit the
initial call.
Example: 
YACHT ROSIE, YACHT ROSIE
THIS IS RAINBOW DANCER, RAINBOW DANCER
CHANNEL 77
OVER

• Remain on CH16 for the answer. If no answer is heard, wait two

minutes and try again. Don’t forget you can only try three times with a
two-minute interval between. After that you must wait for three
minutes.
• If the station does answer and agrees with your suggestion, re-tune the
radio to CH77 and pass your message.
• The called station starts the conversation on the working channel.
• Each station must identify itself on each over.
• When the message has been passed, one of the stations will indicate
the end of working by using OUT. Both ships then return to Ch16 to be
available to be called by other stations.

It is preferable to ‘meet’ directly on an intership channel to obviate the risk

of losing the other station during channel changing.

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14 • UK Coastguard

UK COASTGUARD (UKCG) CHANNELS

Channel DSC Voice Working Single Dual
calling calling channel frequency frequency
70 ✔ ✔
16 ✔ ✔
✔ ✔

UK Coastguard
10
23 ✔ ✔
67 ✔ ✔
73 ✔ ✔
84 ✔ ✔
86 ✔ ✔

COASTGUARD SERVICES
VHF radio
UK Coastguard (UKCG) has established Maritime Rescue Co-ordination
Centres and Sub-Centres all around the coastline of the UK and is
responsible in the UK for the broadcast of Maritime Safety Information
(MSI) on VHF, MF and Navtex and for the provision of Radio Medical Link
Calls (MEDLINK) service.
MSI broadcasts include navigational warnings, meteorological
warnings, SUBFACTS (submarine movements) and GUNFACTS (naval
gunnery activity).
The network of UKCG remote radio sites around the coast of the UK
provides VHF and MF coverage out to 30 miles and 150 miles
respectively, with Navtex coverage out to 270 miles.
MSI broadcasts are made using two differing routines:

MSI broadcasts are transmitted on VHF Channels 10, 23, 73, 84, and 86
and, exceptionally, on CH67, following an initial announcement of the
appropriate working channel on CH16. This prevents mutual interference

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RADIO PRACTICE

and allows one operator to broadcast simultaneously on two or more

antennas. This is important when some of the broadcasts take in excess of
20 minutes. The broadcast times can be found in almanacs and the ALRS
Vol. 3. Times are always given in UTC.
Included in routine broadcasts are:
• Local inshore forecast – within 12 miles of the coast. It will give details
of the wind expected; sea state; sea temperature and visibility readings
around the local coast. It also advises of strong wind warnings when
appropriate – force 6 and above.
• Area weather forecasts (including shipping forecasts for adjacent sea
areas and the outlook).
• Gale warnings.
• Navigational warnings.
• Subfacts/Gunfacts – from selected stations only.

The broadcast of an MSI may be interrupted or delayed as a result of

Search and Rescue operations.

Radio checks
Radio checks are available from UKCG, but the increasing number of
small craft operators can, in some areas, stretch resources to their limit.
Solent Coastguard require radio checks to be made on Ch67, but if you
can, use another vessel in preference.

Channel navigation information service

UK Coastguard provides a 24-hour radio safety service for all shipping in
the Dover Strait. It is broadcast 40 minutes past every hour on VHF
Channel 11 and gives warnings of navigational difficulties and
unfavourable conditions likely to be encountered in the Strait. These
include adverse weather conditions, exceptional tides, defective
navigational aids and hampered vessels.

Small Craft Safety Scheme

The scheme involves filling in a card (CG66, available from the Coastguard,
marinas, chandlers etc) with the details of your vessel, shore contact, radio
equipment, lifesaving equipment and usual areas of operation. This is then

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COASTGUARD SERVICES

logged with the Coastguard. If anxious relatives report that you are overdue
at your destination or if you are unlucky enough to need rescue, the
Coastguard will have a description of your vessel and equipment. Details of
any major passage planned can be passed as Safety Traffic to the
Coastguard on your departure from port. These details will be logged.
When you arrive at your destination or diversion port you must let your
shoreside contact know by telephone that you have arrived safely. The
Coastguard does not have the facilities to monitor every vessel’s
movements so it is the responsibility of the skipper to ring home. In this way
much of the time spent in looking for ‘overdue’ vessels can be eliminated.

The details need to be updated at least every two years otherwise your

UK Coastguard
card will be withdrawn. Don’t forget to update the card if you change your
boat.

The Voluntary Identification Safety Scheme can give the Coastguard a

good deal of information about vessels involved in incidents and hopefully
speed up the Search and Rescue operation.

Safety and SOLAS V

In 1959, the newly formed International Maritime Organisation adopted the
first International Convention for the Safety of Life at Sea (SOLAS) and
there have been numerous updates since, including SOLAS V, which came
into force on 1 July 2002.
Some parts of the latest SOLAS V regulations have been applied to all
vessels, large and small, and are listed below.
Most recreational boaters meet these regulations through common
sense but conforming to SOLAS regulations is extremely important. In
addition to good seamanship, leisure sailors need to be aware that failing
to comply is breaking the law. It could affect your insurance and you could
even be prosecuted following an incident if you are found not to have
complied.

Regulation V3/4: Safe navigation and avoidance of dangerous situations

This concerns passage planning and applies to all vessels that go to sea,
even if that only means tidal rivers and estuaries. Whilst this may seem
irrelevant, most boaters must familiarise themselves with the following:

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• Weather.
• Tides.
• Limitations of the vessel.
• Crew ability and experience.
• Navigational dangers. Charts covering the area must be up-to-date
and on board.
• Contingency plan in case something goes wrong.
• Someone onshore knows where you are going and what to do if they
become concerned.

Regulation V29: Lifesaving signals

SOLAS states that an illustrated table of the recognised lifesaving signals
should be carried and easily accessible on board. The signals are
available in printed form from the MCA and are also listed in the RYA Boat
Safety Handbook or Reeds Nautical Almanac. Below is a list of
internationally recognised distress signals:

• A Distress Alert sent by digital means on CH70 of a VHF Digital

Selective Calling radio.
• The word Mayday by voice on the radio. Mayday is derived from the
French m’aidez – help me.
• Signals transmitted by an Emergency Position Indicating Radio
Beacon (EPIRB).
• Red flares – handheld or parachute.
• Orange smoke signal.
• Continuous sounding of a foghorn.
• The signal transmitted by a Search and Rescue Radar Transponder
(SART).
• Flames on a vessel.
• Slowly and repeatedly raising and lowering arms outstretched to the
side.
• A ball over or under a square. The anchor ball raised above or below
a flag will suffice.
• SOS by sound or light. SOS in Morse is dot-dot-dot dash-dash-dash
dot-dot-dot.
• The signal code flags NC.

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THE COASTGUARD AND VHF DSC

Regulation V/31, V/32 and V/33: Assistance to other craft

The Coastguard and any other vessels must be informed should you
encounter anything that could cause a serious hazard to navigation. They
must be notified by VHF or by telephone at the earliest opportunity. Any
distress signal must be responded to as best you can. More on this later
in the book.

Regulation V/35: Prohibition of misuse of any distress signals

An example would be transmitting a false Mayday call.

THE COASTGUARD AND VHF DSC

UK Coastguard
Each Coastguard station has been issued with an MMSI and these are
detailed below in alphabetical order.

Station name MMSI Number Station name MMSI Number

Aberdeen 002320004 London Coastguard 002320063
Belfast 002320021 Milford Haven 002320017
Brixham 002320013 Oban 002320023
Clyde 002320022 Portland 002320012
Dover 002320010 Shetland 002320001
Falmouth 002320014 Solent 002320011
Forth 002320005 Stornoway 002320024
Holyhead 002320018 Swansea 002320016
Humber 002320007 Thames 002320009
Liverpool 002320019 Yarmouth 002320008

If you regularly sail in an area, program the MMSI of the local Coastguard
station(s) into your DSC Controller directory.

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CALLING THE COASTGUARD – ROUTINE CALLS

Coastguards maintain a continuous watch on CH70 for DSC Distress,
Urgency and Safety traffic. CH16 is also monitored by loudspeaker and
by headset when the senior officer considers it appropriate. In the UK
CH67 is reserved for small craft to speak on matters of safety direct to the
Coastguard but you cannot call the Coastguard direct on that channel
except in the Solent where it is requested.
Calls to the Coastguard by DSC are carried out as follows:

1 On the DSC Controller call up the Safety and Calling menu.

2 Under Individual Call, enter the MMSI of the Coastguard station into
the Controller either manually or from the Directory.

3 When the Coastguard acknowledges the call he will indicate the

working channel for voice communications and the radio will re-tune
automatically. When you call any coast station by DSC the coast
station will indicate the working channel.

4 On the working channel pass your message by voice.

77 DSC CONTROLLER:

1 Go to new screen by pressing MENU

(or on some equipment CALL). MANUAL MMS1? [ ]

2 Scroll to INDIVIDUAL CALL.
3 Press ENTER.
4 Press MANUAL. RX 16
5 Press ENTER. 232001457 25W CHAN
6 Enter the MMSI of the Coastguard.
7 Press ENTER.
8 Send call by pressing ENTER (or on some
equipment by pressing CALL and ENTER together).

A safety traffic call using DSC

You sight a floating container and you are within radio range of the coast.
You call the nearest Coastguard station to allow them to re-broadcast the

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safety message using their more powerful transmitter. To call the

Coastguard follow this procedure:

The radio will automatically re-tune to CH16, or the working channel

assigned in the CG acknowledgement, so that the message can be
passed to the Coastguard by voice. For example:

16 Solent Coastguard, Solent Coastguard,

Solent Coastguard.
This is Rainbow Dancer,
Rainbow Dancer, Rainbow Dancer.
Call Sign MIKE ZULU MIKE SIERRA SIX.

UK Coastguard
I have safety traffic for you.
OVER
Rainbow Dancer.
This is Solent Coastguard.
Go to CH67.
OVER
67 Solent Coastguard.
This is Rainbow Dancer.
My position is 165°(T) St Catherine’s
Lighthouse 6.25 NM
I have sighted a floating container
drifting East.
Approximately half a mile South East
of my position.
OVER

Request for medical advice

The skipper of any vessel requiring medical advice can contact the
nearest UKCG co-ordination centre on either VHF-DSC or VHF
Channel 16, requesting ‘Medical Advice’. Alternatively, particularly in
an urgent situation, an urgency alert using the pro-words ‘Pan Pan’
should be broadcast. If the condition is life threatening, a heart attack
for example, a Distress Alert using the pro-word ‘Mayday’ should be
used. More on these calls later in the book.
The co-ordination centre will give priority to requests for medical
advice. A doctor from a nominated hospital will be contacted by

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RADIO PRACTICE

telephone, and the doctor will be linked to the vessel through the co-
ordinating centre via an appropriate VHF channel. While the call is being
placed, the Coastguard will establish additional information with the
vessel relating to position, a description of the vessel, and if appropriate,
details of the casualty. Channels 23, 84 or 86 will invariably be used for
Medical Link Calls and, frequently, a mobile phone is used.

AVOIDING TROUBLE
Avoiding getting into trouble at sea should be the number one priority of
every skipper. Below is a chart showing the typical statistical breakdown
of calls for assistance. The largest percentage is for machinery failure
followed by adverse weather conditions. Consequently, before setting out
to sea you should ensure that:

• Everything on board is in full working order.

• You have plenty of spares for the bits that are likely to break.
• You know how to fit the spares.
• You listen to the latest weather forecast (see SOLAS V)
• You know how to get the boat and crew safely to their destination.

Don’t become a statistic!

Machine failure
(engines)

Overdue 31%
5%
Sinking/
capsize 9%

8% Other
26%
Stranding (fire, out of
12% fuel etc)
9%
Adverse
weather Other machinery
failure

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15 • Port Operations and Harbour

Authorities

CHANNELS
Most harbours use VHF and are allocated one or two of the nominated
Port Operations channels. These are typically Channels 11, 12, 13 or 14,
and they can only be used for messages concerning port operations, the
movement of ships and, in an emergency, the safety of persons. Reeds
Nautical Almanac, ALRS Small Craft, or the Admiralty List of Radio Signals
Vol 6 will give details of the working channels of individual harbours.

Port Operations
Port Operation channels

Working channel Single frequency

11 ✔
12 ✔
13 ✔
14 ✔
69 ✔
87 ✔

Services they offer

An increasing number of ports are implementing Vessel Traffic Services
(VTS) schemes. These are like a two-dimensional air traffic control and are
there to improve efficiency, safety and the protection of the environment.
VTS schemes are aimed primarily at commercial vessels, which must
comply with the laid down procedures. Small craft operators must check
Reeds Nautical Almanac or pilot books to see whether they too may be
affected. For example, Dover Port Control requires all vessels, large and
small to seek permission to either enter or leave the harbour.
In busy harbours and restricted visibility, small craft can gain valuable
information about the whereabouts of large vessels by listening on the

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port’s working channel. They also give regular broadcasts concerning

navigational information.

An example of a Port Operations broadcast

All ships this is Southampton VTS with the harbour information

broadcast for ten hundred.

Navigational information:
Survey work in operation close to the Hook Buoy.
Cable recovery vessel anchored across the entrance to
the Beaulieu River.
Outbound the Queen Mary Two now clearing
the Thorn Channel.
Petro Avon now berthing at Fawley.

Tidal information:
Calshot three point five metres above Chart Datum.

Southampton VTS OUT.

Along with their navigational broadcasts, they give exact tidal heights
above LAT, so you can check your tidal calculations as well.

HARBOUR AUTHORITIES
Harbour authorities are also classed as port operations and therefore use
one of the four designated Port Operations channels. They monitor their
working channel and CH16, using the dual watch facility on their radio.
You should always call a Harbourmaster on his working channel but, as
he will be listening in dual watch, he cannot be sure of the channel you
actually called him on. So modify the initial call to include the called
channel number.

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MARINA CALLS

Example of a call to a Harbourmaster

12 Chichester Harbourmaster, Chichester Harbourmaster,

This is Rosie, Rosie, on Channel 12.
OVER

MARINA CALLS
Working channel Single frequency Dual frequency

80 ✔
37 ✔

Port Operations
UK marinas have their own working channel, CH80, which is an
international dual frequency channel. The dual frequency aspect of CH80
means that one vessel calling Marina Control cannot hear another vessel
calling Marina Control, so thinks that the channel is clear. At peak times
the capture effect can cause the Marina Control operator to receive a
chaotic jumble of the strongest signals. Always use the lowest power
available as this will limit interference to other marinas in the area.

Monitor CH80 for 5-10 seconds before transmitting the initial call. Unless
a vessel is passing a long message, 5–10 seconds should give sufficient
time for the Marina Control operator to be heard if CH80 is in use.

The usual reason for calling a marina is to book a visitor’s berth for the
night. By making this call, you ensure that there will be a berth that can
accommodate the boat and you will know which side to tie the warps and
fenders. If your vessel is wide, long or has a deep draught, it is particularly
important to check any entry restrictions with the Marina Control. For
example, if you were the skipper of a 40ft trimaran with a beam of 28ft you
would need to know the width of a lock in order to avoid becoming an
instant monohull. Once you have been given a berth number repeat it
back to the Dockmaster to confirm you have understood the message.

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RADIO PRACTICE

Making a marina call

Complete your calling card with the following information:
• Name of the marina.
• Marina’s working channel.
• Your vessel’s name.
• Your vessel’s name in phonetics.
• The reason for your call.
• Details of your vessel – length overall, beam, draught, etc.

An example of a marina call

• Select CH80.
• Switch to low power.
• Listen for 10 seconds. If the channel is clear;
• Press the PTT switch and begin your call:

80 Chichester Marina, Chichester Marina.

This is Andante, Andante.
OVER
Andante.
This is Chichester Marina.
OVER
Chichester Marina.
This is Andante.
We would like a berth for two nights.
We are 14 metres in length
with a draught of 2 metres.
OVER
Andante.
This is Chichester Marina.
Go to B59, BRAVO FIFE NINER.
Fenders starboard side to.
OVER
Chichester Marina.
This is Andante.
That is BRAVO FIFE NINER.
Fenders starboard side to.
Thank you
OUT
Andante.
This is Chichester Marina.
OUT

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16 • Distress

SIGNAL: MAYDAY

DEFINITION
Distress is defined as a situation where, in the opinion of the Master,
a vessel, vehicle, aircraft or person is in grave and imminent danger
and requires immediate assistance.

ALERTING BY DSC
A Distress call transmitted on the Digital Selective Calling Controller is
known as a Distress Alert. A DSC Distress Alert is transmitted on CH70.
Should it not be acknowledged by a shore station by DSC, the casualty’s
DSC Distress can repeat the call up to five times at 4–5 minute intervals.

Distress
Distress Alerts give immediate and absolute priority of communication to
the vessel in distress.
A DSC Distress Alert should as far as possible include the vessel’s last
known position and the time in UTC when it was valid. The position and
time will be included automatically if the GPS is interfaced with the DSC
equipment, but if you cannot input data automatically from your GPS the
position and time will have to be loaded manually, ideally hourly. The manual
input of position will normally be made by going to the DSC MENU screen.
Once the manual position is entered with the current time (in UTC) the
position and time will remain until next manually updated. After four hours,
most DSC equipment will flash to remind users to update their position.

To update your position manually, follow this procedure (note all sets are slightly
different):

1 Press MENU. OTHER ▲▼

PRESS ENTER TO SELECT
2 Scroll until you have OTHER on the screen.
RX 16
3 Press ENTER. 232001457 25W CHAN

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4 Scroll to POSITION. ▲▼
POSITION
PRESS ENTER TO SELECT
5 Press ENTER.

RX 16
232001457 25W CHAN

6 Enter the current latitude.

LAT?? 99°99’.99 00.00UTC
7 Use the SCROLL button to change 
LONG?? 99°99’.99
from N to S. PRESS ENTER TO CONFIRM
RX 16
8 Enter the current longitude. 232001478 25W CHAN

9 Use the SCROLL button to change

from E to W.

10 Enter time UTC (GMT).

11 Press ENTER to confirm.

If the position is not updated within 23.5 hours the position will default to a series of 9s.

DISTRESS MENU
Undesignated distress
In a Distress situation the quickest way to send a Distress Alert is to press
and hold down the RED DISTRESS BUTTON for 5 seconds. This will
transmit an Undesignated Distress Alert – that is to say it will send out an
alert that will include your vessel’s identity (MMSI), position and the word
UNDESIGNATED (undefined nature of distress).

Designated distress
If time permits, a more detailed Distress Alert can be made, indicating the
vessel’s identity (MMSI), position and the nature of distress.
How this is achieved will depend on the equipment. Some radios will
allow you to press the DISTRESS button once and allow access to a drop
down list giving a selection of scenarios. Others use the main menu and
a Distress Setting option.

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DISTRESS MENU

The distress list offered will consist of some or all of the following:

LISTING MAN OVERBOARD GROUNDING

SINKING FIRE CAPSIZE
DISABLED FLOODING EXPLOSION
PIRACY COLLISION UNDESIGNATED

When your DSC Distress Alert is received by the Coastguard station’s

equipment you will get an immediate acknowledgement. If the Distress Alert
goes unacknowledged, the DSC Controller will automatically re-broadcast
the Distress Alert at between 3.5- and 4.5-minute intervals. However, you
can do this manually AT ANY TIME by pressing CANCEL, recomposing the
Distress Alert and pressing the DISTRESS button again for 5 seconds. If you
receive full assistance from another vessel, cancel the Distress Alert and
inform the Coastguard so that he knows you haven’t sunk.

PLEASE WAIT 15 SECONDS FOR A DSC ACKNOWLEDGEMENT

BEFORE TRANSMITTING YOUR DISTRESS MESSAGE ON CH16.

Distress
The Distress Alert sent by a Class D Controller can be cancelled by:
a) On some DSC equipment turning off the set, or on newer equipment
there may be a CLEAR (CLR) button, which stops further repetitions of the
alert.
b) Acknowledgement by Class A or B equipment.
c) By Shore Station or the Coastguard (in a coastal area this is the most
likely scenario).
In the event of a false DSC Distress Alert being sent, please see page 94.

The Coastguard acknowledgement

Choose the most appropriate nature of Distress and hold down the
DISTRESS button for 5 seconds.
The alert will be transmitted.
When the Coastguard acknowledges your Distress Alert you will see this
indicated on your screen.

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RADIO PRACTICE

Distress alert – CH70

Coastguard

Hot Stuff

Non DSC vessel

DSC acknowledgement – CH70

Coastguard

Hot Stuff

Non DSC vessel

MAYDAY MAYDAY MAYDAY – CH16

Coastguard

Hot Stuff

Non DSC vessel

Coastguard acknowledgement – CH16

Coastguard

Hot Stuff

Non DSC vessel

The Distress Alert

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THE DISTRESS CALL AND MESSAGE

THE DISTRESS CALL AND MESSAGE

Once a DSC Distress acknowledgement has been received or after
waiting 15 seconds, the vessel in distress should immediately transmit
the DISTRESS MESSAGE by voice as follows on Channel 16:

MAYDAY, MAYDAY, MAYDAY.

CALL
This is VESSEL NAME – spoken three times.
CALLSIGN (x 1)
MMSI (x 1)

MESSAGE MAYDAY – spoken once.

VESSEL MMSI, NAME and CALLSIGN – spoken once.

The vessel’s position preferably using lat/long or a bearing and range

from a well-charted object.

The nature of distress.

Distress
Assistance required.

Number of persons on board.

Any other information which might help the rescue services.

OVER

The order of the message ensures that the information is given in the
order of importance in case communication is lost. In distress situations,
particularly when a vessel is on fire or sinking, the first casualty is often
the vessel’s battery and with it goes the ship’s radio.

To help remember the order of the message, use the mnemonic

MIPTAPIO. Each letter will help you to remember a key element of the
message (see next page).

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Stands for Detail

M MAYDAY Spoken once.

I IDENTIFICATION MMSI, CALLSIGN number and name of

the vessel spoken once.

P POSITION Expressed as either latitude and longitude

OR a bearing and distance FROM a well-
charted object. Give the bearing first and
range second. It is difficult to determine
range accurately by eye so the rescue air-
craft will fly to the charted object and
follow the bearing until you are sighted.

T TYPE OF DISTRESS eg on fire, sinking, man overboard on a

rough night, etc.

A ASSISTANCE REQUIRED Immediate assistance required.

P PERSONS ON BOARD The TOTAL number of persons on board.

Don’t forget yourself.

I INFORMATION Information that will help the rescue, eg

the frequency of your activated EPIRB;
you are abandoning to the life-raft; a
description of your vessel; vessel’s call-
sign; you will fire red hand flares at regular
intervals and so forth.

O OVER You want a reply.

IF YOU RECEIVE NO REPLY TO YOUR DISTRESS ALERT ON CH70 OR

MAYDAY CALL AND MESSAGE BROADCAST ON CH16 RE-BROADCAST
YOUR DISTRESS TRAFFIC ON ANY OTHER CHANNEL YOU THINK WILL
OBTAIN A REPLY.

PROCEDURE CARDS
On a commercial vessel it is a legal requirement for an emergency
procedure card to be displayed close to the radio to help anyone transmit
a Distress call. Leisure sailors will also find it useful.

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PROCEDURE CARDS

Use a procedure card. Below is an example of a procedure card that you can
adopt, alter and laminate for your own use. It may help your crew save you.

VHF DISTRESS PROCEDURE

1 TURN RADIO ON, SELECT DISTRESS, PRESS FOR 5 SECONDS.
2 WHEN THE DISTRESS HAS BEEN ACKNOWLEDGED THE RADIO
WILL RE-TUNE TO CH16.

3 PASS YOUR CALL AND MESSAGE:

MAYDAY, MAYDAY, MAYDAY

THIS IS HOT STUFF HOT STUFF HOT STUFF

MPTY9, 232001478

MAYDAY, HOT STUFF 232001478MPTY9,

MY POSITION IS … …

DISTRESS: ‘I REQUIRE IMMEDIATE ASSISTANCE’

Distress
NUMBER OF PERSONS:

INFORMATION TO AID RESCUE:

EG 30FT MOTORBOAT, BLUE HULL, WHITE DECK.

OVER

CALLSIGN, NAME AND MMSI

M P T Y 9:
MIKE, PAPA, TANGO, YANKEE, NINER.

HOT STUFF:
HOTEL, OSCAR, TANGO – SIERRA, TANGO, UNIFORM, FOXTROT, FOXTROT.

MMSI:
232001478

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RADIO PRACTICE

ACKNOWLEDGEMENT OF A DSC DISTRESS ALERT

The International Rules state, ‘The obligation to accept Distress calls and
messages is absolute in the case of every station without distinction, and
such messages must be accepted with priority over all other messages,
they must be answered and the necessary steps must immediately be
taken to give effect to them.’ Although this applies to any vessel, consider
the practical implications before leaping into a situation. Coast stations are
much better placed to help as they have helicopters, lifeboats, hospitals
and other rescue facilities at their disposal. If you acknowledge the receipt
of the Distress message, you are implying that you are proceeding to her
assistance. The following does not relieve you of your obligation, but it does
allow the most practical assistance to be given. Class D sets are unable to
send a digital acknowledgement.
When a DSC Controller receives a Distress Alert it will sound an audible
alarm. Whilst waiting for the acknowledgement and message:

80
MAYDAY, MAYDAY, MAYDAY.
CALL This is MV HOT STUFF, HOT STUFF, HOT STUFF.
MPTY9, 232001478.
MESSAGE
M (MAYDAY) MAYDAY.

I (IDENTITY) 232001478, MPTY9, MV HOT STUFF.

P (POSITION) 49°45’.6N 05°44’.8W.

T (TYPE OF DISTRESS) On fire.

A (ASSISTANCE) Require immediate assistance.

P (PERSONS) Five persons on board.

I (INFORMATION) Abandoning to liferaft. EPIRB activated.

0 (OVER) OVER

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ACKNOWLEDGEMENT OF A DSC DISTRESS ALERT

• Make no transmission.
• Continue the watch on CH16 until the Distress Alert has been
acknowledged.
• Plot the casualty’s position.
• Write down the message transmitted on CH16.

Depending on the location of the vessel in distress take the following

action to acknowledge the alert:

Alert from a vessel within range of the coast: DO NOTHING except listen, plot the
casualty’s position and tell the skipper. Acknowledgements of a DSC alert by
use of DSC is made only by coast stations and vessels fitted with Class A
or B DSC Controllers. If there is no response after a short interval, contact
the Coastguard and inform them of the Distress situation. When the alert
has been acknowledged prepare for receiving the subsequent Distress
message. Finally, inform the Master of the vessel of the contents of the
Distress message.

Alert from a vessel outside coastal communication range and outside your vicinity:
WAIT to see if another vessel, closer to the one in distress, acknowledges

Distress
the call first. When the alert has been acknowledged prepare for receiving
the subsequent Distress message. If no acknowledgement is heard,
inform the Master of the vessel of the contents of the Distress message
and follow the steps below.

Alert from a vessel out of coastal communication range close-by: ACKNOWLEDGE

the Distress as soon as possible. As there is no facility on a Class D
Controller to acknowledge a Distress Alert by DSC, it will have to be done
on CH16 by voice. Don’t panic, take a deep breath and follow this
procedure: Transmit the following on CH16:

1 MAYDAY.
2 Name or MMSI number of the vessel in distress spoken 3 times.
3 THIS IS –
4 NAME of own vessel spoken 3 times, CALLSIGN x 1, MMSI x 1.
5 RECEIVED MAYDAY.
6 State the assistance you can give.

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RADIO PRACTICE

The DSC Distress Alert cycle of five calls will take approximately three
seconds and is repeated randomly at between 3.5- and 4.5-minute
intervals. If your acknowledgement coincides with a DSC repetition,
acknowledge as soon as it is finished.
If you can render full assistance, ask the distressed vessel to cancel
the DSC Distress Alert and inform the Coastguard so that he does not
assume the vessel has sunk.

Always keep a pencil and notepad by the radio in case you hear a Distress
Alert. You will then be able to write down the Distress Message.
Remember, you may be the only one to hear it.

DISTRESS ALERT RELAY

A Distress Alert Relay must be sent when a station learns that:

• Another mobile unit is in distress and not in a position to transmit the

Distress Alert itself, eg red flares are sighted.
• The vessel in distress is outside of coast radio range and you have
acknowledged his DSC Distress Alert by voice.

A vessel transmitting a Distress Relay message must make it clear that it is

not in distress itself. There is no facility on the Class D DSC Controller to
send an automatic Distress Relay therefore you must make a DSC Urgency
Alert to contact the Coastguard, then transmit a Mayday Relay message by
voice on CH16.

1 Go to the MENU.
2 Select ALL SHIPS CALL.
3 Select URGENCY.

The screen will prompt you to transmit your Urgency message on CH16,
which the Controller has selected for you. However, in this instance you
are simply grabbing the attention of the Coastguard by using an Urgency
Alert while you really intend to transmit a Mayday Relay. I know it is

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DISTRESS ALERT RELAY

confusing but because of the limitations of the Class D Controller a

Mayday Relay can only be done this way. Once you have an
acknowledgement by the Coastguard and you are using voice
communications, the call must be prefixed Mayday Relay, spoken three
times to make it clear that it is not you that is in distress. It takes this form:

MAYDAY RELAY, MAYDAY RELAY, MAYDAY RELAY.

ALL STATIONS, ALL STATIONS, ALL STATIONS

THIS IS: MMSI spoken once, CALLSIGN x 1 and name of your vessel
spoken three times.

RECEIVED the
following
MAYDAY from: Name of vessel in distress, CALLSIGN and MMSI.

BEGINS: Give the message you wrote down or details of the distress.

Distress
When a coast station receives a Distress Alert it will relay it as a shore-to-
ship Distress Alert Relay to either:

• All ships.
• A selected group of ships.
• A specific ship.

An example of a Mayday Relay call

1 Go to the MENU.
2 Select ALL SHIPS CALL.
3 Select URGENCY.
4 SEND DSC CALL.

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RADIO PRACTICE

80 MAYDAY RELAY, MAYDAY RELAY, MAYDAY RELAY.

ALL STATIONS, ALL STATIONS, ALL STATIONS.
This is YACHT ROSIE, ROSIE, ROSIE, 232000763, MPTN7.

Received the following MAYDAY from MV HOT STUFF 232001478.

MESSAGE BEGINS:
MAYDAY.
Received the following MAYDAY from MV HOT STUFF, MPTN5,232001478.
TWO ZERO SEVEN degrees from Lands End.
Lighthouse, twenty miles.
On fire.
Require immediate assistance.
Five persons on board.
Abandoning to liferaft, EPIRB activated.
On 121.5 MHz.
ENDS
OVER

CONTROL OF COMMUNICATIONS
When there is Distress working on CH16, silence is automatically
imposed. This requires radio communications on CH16 to be controlled
and this control is achieved by using a variety of pro-words.

Seelonce Mayday
Any station wishing to silence another interfering with SAR traffic can use
the pro-words SEELONCE MAYDAY. For example:

MAYDAY.
ALL STATIONS, ALL STATIONS, ALL STATIONS.
This is FALMOUTH COASTGUARD, FALMOUTH COASTGUARD,
FALMOUTH COASTGUARD.
270930 (date and time).
232001478, MV HOT STUFF.
SEELONCE MAYDAY
OUT

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DIRECTION FINDING

Seelonce Fenee
When distress traffic has ceased, the Coastguard controlling the Search
and Rescue operations will broadcast a message indicating that Distress
is over. On hearing the message normal radio working may re-
commence. As it was silence that was imposed it is silence that is lifted.
The message you will hear will include the expression SEELONCE
FEENEE. For example:

MAYDAY.
ALL STATIONS, ALL STATIONS, ALL STATIONS.
This is FALMOUTH COASTGUARD, FALMOUTH COASTGUARD,
FALMOUTH COASTGUARD.
271130 (date and time).
232001478, MV HOT STUFF.
SEELONCE FEENEE
OUT

Distress
DIRECTION FINDING
This is an additional type of signal that may be used during Distress
working. Lifeboats and some SAR aircraft are fitted with direction finding
receivers and may request a vessel in distress to transmit a signal suitable
for direction finding. Example:

80 MAYDAY.
MV HOT STUFF, MV HOT STUFF, MV HOT STUFF.,
This is FALMOUTH LIFEBOAT, FALMOUTH LIFEBOAT,
FALMOUTH LIFEBOAT.
For D/F purposes will you hold your PTT switch closed for two periods of ten seconds
each – followed by your vessel’s name repeated four times on this frequency.
OVER

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RADIO PRACTICE

The reply to this request should be:

MAYDAY.
FALMOUTH LIFEBOAT, FALMOUTH LIFEBOAT, FALMOUTH LIFEBOAT.
This is MV HOT STUFF, MV HOT STUFF, MV HOT STUFF.
(10 sec PTT – 10 sec PTT) – HOT STUFF, HOT STUFF, HOT STUFF,
HOT STUFF.
OVER

CANCELLING A FALSE ALARM

False Distress Alerts can put a significant burden on the Search and Rescue
services. The chance that a false alert will coincide with an actual distress
is high and as a consequence Search and Rescue services could be
delayed in responding to a real distress.

If you transmit a false Distress Alert:

1 Stop the DSC from repeating. On older equipment this may require you
switching your equipment off and on again.
2 Make a voice ALL STATIONS call on CH16.

ALL STATIONS, ALL STATIONS, ALL STATIONS.

This is: NAME x 3, CALLSIGN x 1 and MMSI x 1.
POSITION:
Cancel my Distress Alert of – date and time UTC.
Sent in error.

Once a Distress Alert has been sent the Coastguard will know your MMSI
number and with it all the details he requires to trace you and your boat.
So you must admit your mistake immediately.

Try to install the radio out of the reach of inquisitive, bored or rebellious
children.

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17 • Urgency

SIGNAL: PAN PAN

DEFINITION
The Urgency Signal Pan Pan indicates that the station sending it has a very
urgent message to transmit concerning the safety of a ship, aircraft, vehicle
or person. It is used where there is no imminent danger to a ship or person
and immediate assistance is NOT required or fully justified. The signal has
priority over all other communications except distress and can only be sent
with the permission of the Master of the vessel.
It is sometimes difficult to decide whether a situation is grave and
imminent or simply urgent and only the person responsible for the vessel
can decide this. An Urgency situation after time may need to be upgraded
to a Mayday.

The rescue services prefer to be called whilst you are in open water and, if
possible whilst there is still daylight. One hour of daylight is worth eight

Urgency
hours of darkness.

ALERTING BY DSC
One big difference between a DSC Distress Alert and an Urgency Alert is
that position is not automatically included in the Urgency Alert. I know you
are saying to yourselves ‘When I’ve paid all this money for a radio that
shows position automatically, why is it not sent automatically in the
Urgency call?’ The only answer I have been given to that question is that
some wacky bit of the Radio Regulations does not allow it – yet!

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RADIO PRACTICE

1 Go to the MENU.
2 Select ALL SHIPS CALL.
3 Select URGENCY option.
4 Send a DSC call.

PAN PAN MESSAGE

It is addressed to ‘all stations’ or an individual Coastguard station. The
transmission of an Urgency message is as follows:

PAN PAN – PAN PAN – PAN PAN

ALL STATIONS or individual Coastguard station – spoken three times.
THIS IS:
NAME x 3, CALLSIGN x 1, MMSI x 1

From this point on the order of the message is PRANIO:

P POSITION Either Lat/Long or a bearing and range

from a well-charted object.
R REASON FOR CALL
A ASSISTANCE REQUIRED
N NUMBER ON BOARD
I INFORMATION TO HELP RESCUE
O OVER

An example of a PAN PAN call

70 PAN PAN, PAN PAN, PAN PAN

ALL STATIONS, ALL STATIONS, ALL STATIONS.
This is BOSUN’S DREAM x 3, MTTY4, 232001468.
My position is 50°37’.9 N 000° 54’.6 W.
Engine failure.
Require a tow.
Four persons on board.
Drifting rapidly towards the shore.
OVER

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URGENT MEDICAL ADVICE

URGENT MEDICAL ADVICE

If you have an urgent message about the health of a person, but the
condition is not life-threatening, you can be put in touch with a doctor
ashore for medical advice. Make the call in the same way you would a
Pan Pan call. Once the call has been acknowledged pass the message on
CH16 stating that you need Urgent Medical Advice.
The Coastguard will co-ordinate the medical assistance by telephoning
a doctor from a nominated hospital and the doctor will be linked to the
vessel via an appropriate VHF working channel. You will be asked to re-
tune your radio to the allocated working channel and the doctor will speak
to you as soon as the link can be established. This call is free. The
Coastguard will monitor the call in case a helicopter or lifeboat is required.
Please remember to have details of the casualty and his symptoms
to hand.

Before setting sail, ask all crew members for details of any medical
condition they may have or special drugs they require and ensure that
they have brought along a supply. Keep a note of the contents of the ship’s
first aid kit and medicine chest by the radio so that valuable time is not
wasted when summoning help or advice.

Urgency
RECEPTION OF AN URGENCY MESSAGE
Vessels receiving a DSC Urgency call announcing an Urgency message
addressed to ‘All Ships’ must listen to the Urgency message on CH16 and
assess whether they are able to offer assistance.

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18 • The Safety Call

SIGNAL: SECURITE

DEFINITION
The Safety signal ‘Securite’ indicates that the calling station has as
important navigational or meteorological warning to transmit. Most Safety
messages originate from coast stations.

ALERTING BY COAST STATIONS

The announcement of a Safety message by a coast station is made on CH70
by DSC and on CH16. This call simply alerts you to the working channel on
which the Safety message will be passed. If you receive it on DSC, press
ENTER and the radio will automatically change to the working channel
selected. If you hear it on CH16, you will have to manually re-tune the radio
if the message is to be passed on a working channel. The DSC Alert sound
is only used for new gale warnings and urgent navigational warnings not
routine information.

Example of a shore to ship Securite call

SECURITE, SECURITE, SECURITE.

ALL STATIONS, ALL STATIONS, ALL STATIONS.
This is SOLENT COASTGUARD, SOLENT COASTGUARD,
SOLENT COASTGUARD.
For the latest weather bulletin and navigational warnings
listen on CH73.

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ALERTING BY COAST STATIONS

Passing a Safety message to the Coastguard

If you sight a navigation buoy adrift and you are within radio range of the
coast, call the nearest Coastguard station and allow them to re-broadcast
the Safety message using their more powerful transmitter. To call the
Coastguard follow this procedure:

1 Go to MENU screen.
2 Select INDIVIDUAL CALL.
3 Press ENTER.
4 Select MANUAL MMSI and enter 9-digit Coastguard MMSI or if in memory select
Coastguard station stored MMSI.
5 Press ENTER.
6 Send call.
7 The radio will re-tune to the appropriate channel.

By voice:

Solent Coastguard, Solent Coastguard,

Solent Coastguard.
This is 232001457.
Rainbow Dancer, Rainbow Dancer,
Rainbow Dancer.
I have safety traffic for you.

The Safety Call

OVER
Rainbow Dancer.
This is Solent Coastguard.
Go ahead please.
OVER
Solent Coastguard.
This is Rainbow Dancer.
My position is 185°(T) St. Catherine’s
Lighthouse 4.25 nm.
I have sighted a starboard hand navigation
buoy drifting West.
Approximately half a mile due North of my position.
OVER

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RADIO PRACTICE

ALERTING BY INDIVIDUAL VESSELS TO ‘ALL SHIPS’

If your engine has broken down and you are adrift in the shipping lanes
outside coastal radio range, you pose a safety risk to other vessels as well
as yourself. In this instance you would want to warn other vessels of your
position and this can be done by transmitting an ALL SHIPS SAFETY
CALL by DSC on CH70. To do this follow this procedure:

1 Go to MENU screen.
2 Select ALL SHIPS CALL.
3 Select SAFETY.
4 Press ENTER.
5 Send call.
6 The radio will re-tune to CH16.
7 Send voice securite message on CH16.
8 OVER

Safety message by individual vessel to ‘All Ships’

Once you are re-tuned to CH16 you need to transmit the Safety message
as follows:

SECURITE, SECURITE, SECURITE.

ALL STATIONS or called station – spoken three times.
THIS IS:
NAME x 3, CALLSIGN x 1, MMSI x 1.
The text of the Safety message.

Example of an All Ships Safety message

SECURITE, SECURITE, SECURITE.

ALL SHIPS, ALL SHIPS, ALL SHIPS.
This is 232001458.
MACH TWO.
My engines are broken down and I am drifting.
My position is: fifty degrees zero eight decimal two North,
zero degrees fifty eight decimal four West.
I request you give me a wide berth.
OUT

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RECEPTION OF A SAFETY MESSAGE

RECEPTION OF A SAFETY MESSAGE

Vessels receiving a DSC Safety Call announcing a Safety message
addressed to ‘All Ships’ should allow the radio to re-tune to the channel
selected and then monitor it for the message.

The Safety Call

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19 • Mobile Phone versus VHF Radio

It is often suggested that a mobile phone is an effective alternative to a

marine VHF radio. It is true that there is now good coverage of coastal
waters and indeed the coverage in some areas is better than VHF, which
only has a radio horizon of 30–40 miles from the coast. It is also true that
they are cost effective for making phone calls – hence the demise of the
Coast Radio Stations that once handled phone calls via the VHF radio
system. Although you can make a 999 emergency call and ask for the
Coastguard, the call will not necessarily be routed to the nearest
Coastguard. As the cellular systems are national, with only one or two
operators for the entire UK, your call could end up at a Coastguard
Rescue Co-ordination Centre anywhere around the UK coast.
Mobile phones do provide the convenience of a simple, easy-to-use,
inexpensive, private and generally reliable telephone service to home,
office, car or other location providing you are within range of an antenna
on the coast. Mobile phone receiving antennas are designed for
maximum land coverage so are tuned toward land, not the sea and in
some places there is no mobile phone coverage at all.
Conversely, VHF marine radios are designed and recommended for
use with safety at sea in mind. When in distress, calls can be received not
only by the Coastguard but also by ships that may be in a position to give
immediate assistance. A VHF marine radio also helps ensure that weather
warnings and other urgent navigational information broadcasts are
received. The Coastguard announces these broadcasts on DSC CH70
and VHF CH16 and timely receipt of such information may save your life.
Additionally, your VHF marine radio can be used in other countries,
whereas your mobile phone may be restricted in its use.

MOBILE PHONES ON BOATS

The safety organisations do not advocate mobile phones as a substitute
for the regular VHF marine radio systems except to chat to friends or
personnel on other boats. Nevertheless mobile phones can have a place
on board as an additional safety measure.

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MOBILE PHONES ON BOATS

Why a mobile phone is of limited use in an emergency

• Mobile phone calls are not free of charge, although UKCG is the fourth
emergency service and a 999 call is free. If you call a Coastguard
station on their direct number you will incur charges and if you use a
pre-paid service your phone may run short of funds and disconnect.
• Mobile phones are not waterproof or designed for the rough and
corrosive marine environment. Try taking yours in the shower with you
and see what happens!
• Mobile phones generally cannot provide ship to ship safety
communications, nor can you talk directly to rescue craft trying to find
you unless they also have a cell phone. For this you need a marine VHF
radio.
• If you make a distress call on a mobile phone, only the person you call
will be able to hear you.
• Your call will not have the priority access given to a VHF distress call.
• Most mobile phones are designed for use on land so their coverage
offshore may be limited and change without notice.
• Mobile phone antennas are rarely placed on the coast so if you’re
beneath a steep cliff your signal is unlikely to be detected.
• Locating a mobile caller in trouble without a precise position is hard to
do as the Coastguard direction finding equipment does not detect on
mobile phone frequencies.
• Calling your Dad to raise the alarm is not a good idea either, as
messages are likely to become muddled. ‘Pooped off Looe’ offers all
kinds of opportunities for a non-sailor.

Should you rely exclusively on a mobile phone?

Mobile Phone v VHF

No, a mobile phone is not equivalent to a VHF marine radio. Each

provides a different service. The mobile phone is best used for what it is:
a link with shore based telephones. A VHF marine radio is intended for
communication with other ships, rescue aircraft and other marine
installations.
Clearly, there are no objections to taking a mobile telephone aboard
but if you are boating offshore, a mobile phone is no substitute for a VHF
radio. If you are within mobile range, it may provide an additional means
of communication to your marine VHF radio and if you need to use your
mobile phone to report an incident at sea, the following guidelines should
be used:

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RADIO PRACTICE

DO:

1 Use an external aerial.

2 Provide the emergency services with:

• your mobile phone number so that you can be contacted.
• name and any other identification of the vessel in trouble.
• position.
• description of the problem.
• number of people on board.
• brief description of the vessel.
• any other relevant information.

3 Once you have reported the emergency, keep the line free for contact
by the Search and Rescue services.

4 Conserve battery power as much as possible.

5 Ensure you have topped-up funds if you use a pre-paid service.

6 Try to keep the phone dry.

DON’T:

1 Use a mobile phone instead of a proper marine VHF radio.

2 Hang up after talking to Search and Rescue services unless you both
agree to do so.

3 Make any other phone calls until the rescue services have
finished their job.

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20 • Other – Housekeeping Functions

Although the title suggests it, you won’t need to don an apron and rubber
gloves for this. ‘Housekeeping’ is the term given to the support functions
of the DSC Controller and is generally dealt with under OTHER in the
CALL menu but please check your radio for specific details.
These functions are some or all of the following:

• To store frequently used MMSIs of vessels and shore stations in the

directory.
• To enter a manual position and time.
• To enter a group MMSI number.
• To check your MMSI is correctly entered.
• Equipment self check. The self-test facility tests the internal functions
of the radio and does not transmit a signal. It is not a feature on all
radios. To test the transmitted signal, arrange to call another vessel by
DSC.

Follow the instructions in the equipment’s instruction manual.

Other – Housekeeping
Functions

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Quiz 2 • 40 Questions

1 Spell RADIOTELEPHONE using the phonetic alphabet.

2 What does the pro-word OVER signify?

3 What does the pro-word OUT signify?

4 Is it permissible to say OVER AND OUT at the end of a message?

5 If you want all or part of a message repeating, what pro-words would you use?

6 Is it permissible to make a transmission without identification?

7 Is it permissible to call a ship by her name rather than her callsign or MMSI number in
normal voice transmissions?

8 Is it permissible to use a person’s name instead of the vessel’s name or callsign?

9 If you hear a call but are unsure that the call was for you, what action should you take?

10 If a routine call goes unanswered, how long must you wait before trying again?

11 When calling a Coast Station, who controls the call?

12 What are the four exclusive intership channels?

13 What is the primary intership channel that must be fitted to all VHF radios?

14 What channel should be used in confined waters to call a ship to discuss collision
avoidance?

15 Is it permitted to call another vessel direct on an intership channel?

16 What do the letters AIS stand for?

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QUIZ 2 • 40 QUESTIONS

17 Is an ATIS number required by vessels at sea or only in Continental European inland

waterways?

18 Where can you find the times of the routine weather forecasts broadcast by the
Coastguard?

19 What channel(s) do the Coastguard use for the initial announcement of navigational
warnings and weather forecasts?

20 When calling a Harbour Authority do you make the initial call on CH16 or their working
channel?

21 Where can you find details of the working channels of individual ports or harbours?

22 During Distress working, when the Controlling Station wishes to silence another vessel
who is interfering with SAR traffic what pro-words does he use?

23 At the end of Distress working, when the Controlling Station wishes to indicate that the
Mayday is over, what pro-words are used?

24 Under what circumstances would you transmit a Distress Alert?

25 If a Distress Alert is not acknowledged by a shore station, how many times would the
DSC repeat the alert?

26 When transmitting an Undesignated Distress Alert, what three pieces of information are
included in the alert?

27 Is it possible to cancel the Distress Alert during the 5-second countdown?

28 When passing on someone else’s Distress, what call is used to signify that it is not your
vessel that is in trouble?

29 During Distress working, when the Controlling Station wishes to impose radio silence
on vessels using CH16 for non Distress traffic, what pro-words does he use?
Quiz 2 • Questions

30 Your motor vessel’s name is COOL IT, callsign MGTH7, MMSI 232001928. You are on
fire and the fire is out of control. You and your three other crew are about to abandon to
the liferaft. You are about to set off your 121.5MHz EPIRB. It is 0900 hours UTC and you
have not updated your position in your DSC Controller for 10 hours. From your present

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RADIO PRACTICE

position you are five miles off of St Catherine’s Lighthouse which bears 305°(T). Write
down the actions you will take to send the call and write down the wording of the
message. Indicate:
a) the type of call you will send.
b) the channel(s) on which you will send the call and message.
c) the mode (DSC or voice) of each part.
d) the details contained in each part.

31 Your yacht’s name is SEALEGS, callsign MRUS6, MMSI 232002819. It is 1800 hours
and you are sinking rapidly. You and your four other crew are about to abandon to the
liferaft. You are about to set off your 406MHz EPIRB. Your GPS position is 50° 38’.2 N
000° 49’.3 W. Write down the actions you will take to send the call and write down the
wording of the message. Indicate:
a) the type of call you will send.
b) the channel(s) on which you will send the call and message.
c) the mode (DSC or voice) of each part.
d) the details contained in each part.

32 Your yacht’s name is JOLLY ROGER, callsign GTSH8, MMSI 232001829. Your sails have
blown out, your engine will not start and you are being blown onto a lee shore. You
have one other crew and two children on board. You are about to set off your 406MHz
EPIRB and have six red handflares available. You have no position in your DSC
Controller. You are two miles East of St Anthony’s Light. Write down the actions you will
take to send the call and write down the wording of the message. Indicate:
a) the type of call you will send.
b) the channel(s) on which you will send the call and message.
c) the mode (DSC or voice) of each part.
d) the details contained in each part.

33 What does the Urgency call indicate?

34 What word is used to signify an Urgency call?

35 If you want medical advice what DSC call would you use?

36 Your vessel FULL BORE is a 38ft motorboat, callsign MRFD3, MMSI 232007085.
You have not updated your position in the DSC Controller. Your engine has broken down
and you require a tow. You have three other crew on board. From your present position
St Catherine’s Lighthouse bears 205°(T), range approximately six miles. Write down the
actions you will take to send the call and write down the wording of the message.

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QUIZ 2 • 40 QUESTIONS

Indicate:
a) the type of call you will send.
b) the channel(s) on which you will send the call and message.
c) the mode (DSC or voice) of each part.
d) the details contained in each part.

37 Your vessel is a 28ft sailing boat with a red hull and teak decks. Its name is KIWI,
callsign MSYE8, MMSI 232007086. Your rudder has broken off and you require a tow.
You have two other crew on board. From your GPS your present position is 50° 32’.2 N
001° 19’.3 W. Write down the actions you will take to send the call and write down the
wording of the message. Indicate:
a) the type of call you will send.
b) the channel(s) on which you will send the call and message.
c) the mode (DSC or voice) of each part.
d) the details contained in each part.

38 One of your crew is suffering from extreme abdominal pain and you want some
medical advice. Your vessel is a 38ft ketch-rigged yacht with a white hull and blue
deck. Its name is OYSTER, callsign MLAU2, MMSI 232007056. From your GPS your
present position is 50° 28’.2 N 001° 29’.3 W. Write down the actions you will take to
send the call and write down the wording of the message. Indicate:
a) the type of call you will send.
b) the channel(s) on which you will send the call and message.
c) the mode (DSC or voice) of each part.
d) the details contained in each part.

39 What signal words indicate that a navigational or meteorological warning follows?

40 If you are within range of a Coastguard station and you sight a floating mine, would you
transmit an ‘All Ships Safety Call’ by DSC, or call the Coastguard by DSC?
Quiz 2 • Questions

Answers on pages 110-114

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Quiz 2 • Answers

1 Romeo, Alpha, Delta, India, Oscar, Tango, Echo, Lima, Echo, Papa, Hotel, Oscar,
November, Echo.

2 A reply is expected.

3 No reply is expected.

4 No.

5 Say Again.

6 No.

7 Yes.

8 No.

9 Do nothing. Wait for the call to be repeated.

10 Two minutes.

11 The Coast Station.

12 6, 8, 72, 77.

13 CH06.

14 CH13.

15 Yes.

16 Automatic Identification System.

17 Only in Continental European inland waterways.

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QUIZ 2 • ANSWERS

18 Reeds Nautical Almanac, the Admiralty List of Radio Signals Volume 3 or on the internet.

19 CH70 and CH16.

20 Working channel.

21 Reeds Nautical Almanac or the Admiralty List of Radio Signals Volume 6.

22 Seelonce Mayday.

23 Seelonce Feenee.

24 When a vessel, vehicle, aircraft or person is in grave and imminent danger and
requires immediate assistance.

25 Five times.

26 MMSI, position and time the position was valid.

27 Yes.

28 Mayday Relay.

29 Seelonce Mayday.

30 a) Distress.
b) Alert – CH70. Message – CH16.
c) CH70 – DSC. CH16 – voice.
d) Details contained in Distress Alert:
232001928.
Position as at 2300 hours UTC.
Designated distress – Fire.
Details contained in Distress Message:
Mayday, Mayday, Mayday.
This is MV Cool It, Cool It, Cool It.
MGTH7 x 1, 23001928 x 1.
Quiz 2 • Answers

Mayday.
MV Cool It, 232001928, MGTH7 x 1.
125°(T) St Catherine’s Lighthouse, 5 miles.
On fire, fire is out of control.
Require immediate assistance.

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RADIO PRACTICE

4 persons on board.
Abandoning to liferaft. EPIRB activated on 121.5MHz. Callsign MGTH7.
OVER.

31 a) Distress.
b) Alert – CH70. Message – CH16
c) CH70 – DSC. CH16 – voice.
d) Details contained in Distress Alert:
232002819.
50° 38’.2 N 000° 49’.3W, 1800 hours UTC.
Designated Distress – Sinking.
Details contained in Distress Message:
Mayday, Mayday, Mayday.
This is Yacht Sealegs, Sealegs, Sealegs.
MRUS6 x 1, 232002819 x 1.
Mayday.
Yacht Sealegs, MRUS6 x 1, 232002819.
50° 38’.2 N 000° 49’.3W.
Sinking rapidly.
Require immediate assistance.
5 persons on board.
Abandoning to liferaft. EPIRB activated on 406MHz. Callsign MRUS6.
OVER.

32 a) Distress.
b) Alert – CH70. Message – CH16.
c) CH70 – DSC. CH16 – voice.
d) Details contained in Distress Alert:
232001829
No position sent.
Designated Distress – Disabled
Details contained in Distress Message:
Mayday, Mayday, Mayday.
This is Yacht Jolly Roger, Jolly Roger, Jolly Roger.
GTSH8 x 1, 232001829.
Mayday.
Yacht Jolly Roger, GTSH8 x 1, 232001829.
090°(T) St Anthony’s Light, 2 miles.
Sails blown out, engine won’t start, being blown onto lee shore.
Require immediate assistance.

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QUIZ 2 • ANSWERS

4 persons on board.
Abandoning to liferaft. EPIRB activated on 121.5MHz. Callsign GTSH.
OVER.

33 The station sending the signal has a very urgent message to transmit concerning the
safety of a ship, aircraft, vehicle or person.

34 Pan Pan.

35 Urgency.

36 a) Urgency.
b) Alert – CH70. Message – CH16.
c) CH70 – DSC. CH16 – voice.
d) Details contained in Urgency Alert:
232007085.
Urgency.
Details contained in Urgency Message:
Pan Pan, Pan Pan, Pan Pan.
All Stations, All Stations, All Stations.
This is 232007085 MV Full Bore, Full Bore, Full Bore, MRFD3.
My position is 025°(T) St Catherine’s Lighthouse, 6 miles.
Engine broken down.
Require a tow.
4 persons on board.
OVER.

37 a) Urgency.
b) Alert – CH70. Message – CH16.
c) CH70 – DSC. CH16 – voice.
d) Details contained in Urgency Alert:
232007086.
Urgency.
Details contained in Urgency Message:
Pan Pan, Pan Pan, Pan Pan.
Quiz 2 • Answers

All Stations, All Stations, All Stations.

This is 232007086 Yacht Kiwi, Kiwi, Kiwi, callsign MSYE8.
My position is 50° 32’.2 N 001° 19’.3W.
The rudder has broken off.
Require a tow.

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RADIO PRACTICE

3 persons on board.
The vessel is a 28ft sailing boat with a red hull and teak decks, callsign MSYE8.
OVER.

38 a) Urgency.
b) Alert – CH70. Message – CH16.
c) CH70 - DSC. CH16 - voice.
d) Details contained in Urgency Alert:
232007056.
Urgency.
Details contained in Urgency Message:
Pan Pan, Pan Pan, Pan Pan.
All Stations, All Stations, All Stations.
This is 232007056, callsign MLAV2, Yacht Oyster x 3.
My position is 50° 28’.2 N 001° 29’.3W.
I require Urgent Medical Advice.
OVER.

39 Securite, Securite, Securite.

40 Call by DSC to Coastguard.

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PART 3 • Radio Roundup

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Quick Call Guide

 Distress/Mayday
 Mayday Relay
 Urgency
 Safety
 Routine
 Calling a marina

DISTRESS
DSC – Undesignated
In a Distress situation the quickest way to send a Distress Alert is to press
and hold down the RED DISTRESS BUTTON for 5 seconds. This will
transmit an Undesignated Distress Alert, that is to say it will send out an
alert that will include your vessel’s identity (MMSI), position and the word
UNDESIGNATED (undefined nature of distress).

DSC – Designated
If time permits a more detailed Distress Alert can be made, indicating the
vessel’s identity (MMSI), position and the Nature of Distress. How this is
achieved will depend on the equipment. Some radios will allow you to
press the DISTRESS button once and allow access to a drop down list
giving a selection of scenarios. Other radios use the main menu and a
Distress Setting option.

Channel 16 voice call and message

Once acknowledged the radio will re-tune to CH16 where you will
transmit the following:

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MAYDAY RELAY

16 MAYDAY, MAYDAY, MAYDAY.

THIS IS:

Quick Call Guide

VESSEL NAME – spoken three times.
CALLSIGN x 1.
MMSI x 1.
MAYDAY – spoken once.
VESSEL NAME, MMSI and CALLSIGN – spoken once.
The vessel’s POSITION, preferably using lat/long or a bearing and range from a well-
charted object.
The nature of distress.
Assistance required.
Number of people on board.
Any other information that might help the rescue services.
OVER

MAYDAY RELAY
Using DSC
There is no facility on the Class D DSC Controller to send an automatic
Distress Relay because one distressed vessel can generate hundreds of
Distress Relay Alerts. Recreational craft must make a DSC Urgency Alert
to contact the Coastguard, then transmit a Mayday Relay message by
voice on CH16.
To make the DSC Alert and call:

70 1 Go to MENU.
2 Select ALL SHIPS CALL.
3 Select URGENCY.
4 Send DSC call.

Voice
Apart from the DSC front end, a Mayday Relay on a non-DSC radio is the
same as the CH16 part of the DSC procedure. Transmit the call
prefixed by MAYDAY RELAY.

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RADIO ROUNDUP

This is what to say:

16 MAYDAY RELAY, MAYDAY RELAY, MAYDAY RELAY.

ALL STATIONS, ALL STATIONS, ALL STATIONS.
THIS IS: MMSI x 1, CALLSIGN x1 and name of your vessel x 3.
RECEIVED the following MAYDAY from:
Name of vessel in distress, CALLSIGN and MMSI.
BEGINS: Give the message you wrote down or details of the distress.
OVER

URGENCY
DSC
To make the DSC alert and call:

70 1 Go to the MENU.
2 Select ALL SHIPS CALL.
3 Select URGENCY option.
Send DSC call.
4 The radio will retune to CH16.
5 The screen will prompt you to transmit your (Pan Pan) message.

Pan Pan call and message for DSC and non-DSC radios
This call is addressed to All Stations or an individual Coastguard station.
A guide to the format is as follows:

70 PAN PAN – PAN PAN – PAN PAN.

ALL STATIONS or individual Coastguard station – spoken three times.
This is:
NAME x 3, CALLSIGN x 1, MMSI x 1.
OVER

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SAFETY

SAFETY
Calling the Coastguard – DSC

Quick Call Guide

1 Go to MENU screen.
2 Select INDIVIDUAL CALL.
3 Press ENTER.
4 Select MANUAL MMSI and enter 9-digit Coastguard MMSI, or if in memory
select Coastguard station stored MMSI.
5 Press ENTER.
6 Send call.
7 The radio will re-tune to the appropriate channel.

Calling the Coastguard – voice

70 NAME OF COASTGUARD – three times.

THIS IS – three times.
OVER

Listen for the working channel in the Coastguard reply. Tune to the
working channel and pass your message.

All Ships Safety Call – DSC

70 Select ALL SHIPS SAFETY CALL from the menu.

Select SAFETY.
Press ENTER to send.
The radio will re-tune to CH16.
The screen will prompt you to transmit your SAFETY MESSAGE.

working SECURITE, SECURITE, SECURITE.

channel ALL STATIONS or called station – spoken three times.
This is – MMSI, NAME and CALLSIGN of own vessel – spoken three times.
The text of the SAFETY MESSAGE.
OUT

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RADIO ROUNDUP

All Ships Safety call – voice

16 SECURITE, SECURITE, SECURITE.

ALL STATIONS or called station – spoken three times.
THIS IS – NAME of vessel three times.
Text of MESSAGE – safety issue, position, etc.
OUT

OTHER CALLS
Routine DSC calls
To make a routine call using DSC you need the MMSI of the station you
are calling.

1 Go to MENU screen.
2 Select INDIVIDUAL CALL.
3 Enter the MMSI number, either from those stored in the radio or entered manually.
4 Select a Reply channel for the response (intership calling only).
5 Send DSC call.

Calling a marina – voice only

1 Note the relevant details of your vessel: LOA, beam, draft, etc, and nights
you wish to stay.
2 Select the marina’s working channel – generally CH80.
3 Switch to low power.
4 Listen to check the channel is clear by waiting 5 seconds.
5 Transmit your call:
• MARINA NAME – once.
• THIS IS – your vessel name twice.
• OVER.
6 When you receive a reply, explain your reasons for calling and give your vessel
details.
7 He will give you berthing instructions – write them down as he gives them.
8 Repeat the relevant information back.
9 Both stations sign OUT.

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Radio Jargon Buster

Radio Jargon Buster

AIS–Automatic Identification System. This system is used by shipping. It
allows another vessel or coast station to use equipment that can
interrogate the radio in order to learn the course, speed, type of vessel,
cargo, etc. It is also available to recreational vessels.
ALRS–Admiralty List of Radio Signals
ATIS–Automatic Transmitter Identification System
Authorised Operator–The person with the VHF Short Range Certificate who
also has an Authority to Operate.
Callsign–Unique letter/number vessel identification number
CG66–Coastguard Yacht and Boat Safety Scheme form
Convention ships–Cargo vessels over 300 Gross Registered Tons and
passenger ships that carry 13 or more people.
COSPAS/SARSAT–A satellite-aided search and rescue system designed to
locate EPIRBS transmitting on 406 MHz.
Distress–A situation when a vessel, vehicle, aircraft or person is in grave
and imminent danger and requests immediate assistance.
DSC–Digital Selective Calling
DTI–Department of Trade and Industry
Dual watch–A facility that allows you to monitor CH16 and one other
channel at the same time.
Duplex–Radio working that uses two antennas for working on a two-
frequency VHF channel.
EPIRB–Emergency Position Indicating Radio Beacon
GHz–Gigahertz
GMDSS–Global Maritime Distress and Safety System
GMT–Greenwich Mean Time
GPS–Global Positioning System
HF–High Frequency
IMO–International Maritime Organisation
INMARSAT–International Mobile Satellite Organisation
ITU–International Telecommunication Union
Mayday–Distress signal. Origin French – m’aidez – help me.
MF–Medium Frequency
MHz–Megahertz

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RADIO ROUNDUP

MMSI–9-digit Maritime Mobile Service Identity

Navtex–Maritime safety information broadcast received on 518 KHz and
490kHz as text.
NBDP–Narrow Band Direct-Printing, see Navtex
NMEA interface–Marine industry standard method of connecting one piece
of electronic equipment to another, eg GPS with autopilot.
Pan Pan–Urgency signal. Origin French – en panne – in difficulty.
PTT–Press to transmit switch
Public Correspondence–Telephone communications
Radio Check–Test call that asks ‘What is the strength and clarity of my
transmission?’.
Radio horizon–The distance the radio signal will travel before it reaches the
horizon.
RX–Receive
SAR–Search and Rescue
Securite–Safety signal. Origin French – sécurité – safety.
Semi-Duplex–Radio working that uses one antenna to switch between two
frequencies on one channel. One frequency for transmitting, the other
for receiving.
Simplex–Radio working that uses the same frequency for transmitting and
receiving.
Squelch–A radio control that suppresses background interference.
Traffic–Radio messages
TX–Transmitting
UHF–Ultra High Frequency (300–3000MHz)
UKCG–UK Coastguard
Urgency–A situation that is not grave and imminent but serious.
UTC–Universal Co-ordinated Time. This is also known as GMT (Greenwich
Mean Time). This is the basis for all calculations of time and it is the
time shown on the display of a VHF-DSC radio. Times around the
world are all related to UTC.
VHF–Very High Frequency
Voluntary Fit–Vessels that are not ‘Convention Ships’ (see Convention
Ships).
VTS–Vessel Traffic Services
Watt–A measure of power output

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Useful Addresses

Royal Yachting Association Maritime Coastguard Agency

RYA House Spring Place
Ensign Way, Hamble 105 Commercial Road

Useful Addresses
Southampton Southampton
SO31 4YA SO15 1EG
Tel: 02380 604100 Tel: 02380 329486
Fax: 02380 604299 Email: [email protected]
Web: www.rya.org.uk Web: www.mcga.gov.uk

Ofcom Chichester Maritime Ltd

Ofcom Contact Centre (RYA theory course provider)
Riverside House PO Box 16
2a Southwark Bridge Road Hayling Island
London Hants
SE1 9HA PO11 0TS
Tel: 0300 123 3000 Tel: 0207 0601126
or 020 7981 3000 or 0871 2180299
Fax: 020 7981 3333 Email: [email protected]
Email: [email protected] Web: www.cmonline.co.uk
Web: www.ofcom.org.uk

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Appendix 1 • The International Maritime

VHF Bandplan

Coast Radio
Ship MVMT
Frequency

Frequency

Intership
Transmit

Transmit

Port ops
Channel

Distress
Number

Receive

Receive

Calling
Single

Coast

Coast
Dual

Ship

Ship

Stn
1 ✔ 156.050 156.050 160.650 160.650 ✔ ✔
2 ✔ 156.100 156.100 160.700 160.700 ✔ ✔
3 ✔ 156.150 156.150 160.750 160.750 ✔ ✔
4 ✔ 156.200 156.200 160.800 160.800 ✔ ✔
5 ✔ 156.250 156.250 160.850 160.850 ✔ ✔
6 ✔ 156.300 156.300 ✔
7 ✔ 156.350 156.350 160.950 160.950 ✔ ✔
8 ✔ 156.400 156.400 ✔
9 ✔ 156.450 156.450 156.450 156.450 ✔ ✔
10 ✔ 156.500 156.500 156.500 156.500 ✔ ✔ Oil
pollution
11 ✔ 156.550 156.550 156.550 156.550 ✔
12 ✔ 156.600 156.600 156.600 156.600 ✔
13 ✔ 156.650 156.650 156.650 156.650 ✔
14 ✔ 156.700 156.700 156.700 156.700 ✔
15 ✔ 156.750 156.750 156.750 156.750 ✔ Onboard
comms
16 ✔ 156.800 156.800 156.800 156.800 ✔ Distress, Safety & Calling
17 ✔ 156.850 156.850 156.850 156.850 ✔ Onboard
comms
18 ✔ 156.900 156.900 161.500 161.500 ✔
19 ✔ 156.950 156.950 161.550 161.550 ✔
20 ✔ 157.000 157.000 161.600 161.600 ✔
21 ✔ 157.050 157.050 161.650 161.650 ✔
22 ✔ 157.100 157.100 161.700 161.700 ✔
23 ✔ 157.150 157.150 161.750 162.750 ✔
24 ✔ 157.200 157.200 161.800 161.800 ✔
25 ✔ 157.250 157.250 161.850 161.850 ✔
26 ✔ 157.300 157.300 161.900 161.900 ✔

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THE INTERNATIONAL MARITIME VHF BANDPLAN

Coast Radio
Ship MVMT
Frequency

Frequency

Intership
Transmit

Transmit

Port ops
Channel

Distress
Number

Receive

Receive

Calling
Single

Coast

Coast
Dual

Ship

Ship

Stn
27 ✔ 157.350 157.350 161.900 161.900 ✔
28 ✔ 157.400 157.400 162.000 162.000 ✔
60 ✔ 156.025 156.025 160.625 160.625 ✔ ✔
61 ✔ 156.075 156.075 160.675 160.675 ✔ ✔
62 ✔ 156.125 156.125 160.725 160.725 ✔ ✔
63 ✔ 156.175 156.175 160.775 160.775 ✔ ✔
64 ✔ 156.225 156.225 160.825 160.825 ✔ ✔
65 ✔ 156.275 156.275 160.875 160.875 ✔ ✔

Appendix 1
66 ✔ 156.325 156.325 160.925 160.925 ✔ ✔
67 ✔ 156.375 156.375 156.375 156.375 ✔ UKCG & SAR
68 ✔ 156.425 156.425 156.425 156.425 ✔
69 ✔ 156.475 156.475 156.475 156.475 ✔
70 ✔ 156.525 156.525 156.525 156.525 ✔ Digital Selective Calling
71 ✔ 156.575 156.575 156.575 156.575 ✔
72 ✔ 156.625 156.625 ✔
73 ✔ 156.675 156.675 156.675 156.675 ✔ UKCG & SAR
74 ✔ 156.725 156.725 156.725 156.725 ✔
75 ✔ 156.775 156.775 156.775 156.775 Onboard comms. IW only
76 ✔ 156.825 156.775 156.775 156.775 Onboard comms. IW only
77 ✔ 156.875 156.875 ✔
78 ✔ 156.925 156.925 161.525 161.525 ✔ ✔
79 ✔ 156.975 156.975 161.575 161.575 ✔
80 ✔ 157.025 157.025 161.625 161.625 ✔
81 ✔ 157.075 157.075 161.675 161.675 ✔ ✔
82 ✔ 157.125 157.125 161.725 162.725 ✔ ✔
83 ✔ 157.175 157.175 161.775 161.775 ✔
84 ✔ 157.225 157.225 161.825 161.825 ✔ ✔
85 ✔ 157.275 157.275 161.875 161.875 ✔
86 ✔ 157.325 157.325 161.925 161.925 ✔
87 ✔ 157.375 157.375 ✔
88 ✔ 157.425 157.425 ✔
AIS 1 161.975
AIS 2 162.025

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Appendix 2 • The Short Range Certificate

Syllabus

1 General knowledge of VHF radiotelephone communications in the

maritime mobile service.

1.1 Types of communication:

• distress, urgency and safety communications
• port operations service
• ship movement service
• intership communications
• onboard communications
1.2 Types of station: Ship station, coast station, etc
1.3 Elementary knowledge of radio frequencies and channels:
• VHF radiowave propagation
• range for voice communications and DSC transmissions
• simple, semi-duplex and duplex channels
• small craft safety channels
• intership communications
• port operations
• ship movement
• calling channels
1.4 Batteries

2 Detailed working knowledge of radio equipment

2.1 VHF radio functions and controls:
• channel selection and controls
• dual watch facilities and controls
• press to transmit switch
• high/low power output switch
• volume control
• squelch control
• dimmer
2.2 Portable VHF radios
2.3 VHF antennas

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THE SHORT RANGE CERTIFICATE SYLLABUS

3 Purpose and use of Digital Selective Calling facilities

3.1 General principles and basic features of DSC:
• DSC messages
• DSC attempt
• call acknowledgement
• call relay
3.2 Types of call:
• distress call
• all ships call
• call to individual station
• geographic area call
• group call
3.3 Maritime Mobile Service Identity number system
3.4 Category and priority of calls:
• distress
• urgency
• safety

Appendix 2
• ship’s business
• routine
3.5 VHF DSC facilities and usage:
• Channel 70
• DSC data entry and display
• DSC watchkeeping functions and controls

4 Operational procedures of the GMDSS

4.1 Distress communications via VHF DSC equipment:
• DSC alert
• definition of distress alert
• transmission of a distress alert
• transmission of a shore to ship distress alert relay
• transmission of a distress alert by a station not itself in
distress
• receipt and acknowledgement of DSC distress alert
• acknowledgement procedure by ship and shore stations
4.2 Urgency and safety communications via VHF DSC equipment:
• meaning of urgency and safety communications
• procedures for DSC urgency and safety calls
• urgency communications
• safety communications

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RADIO ROUNDUP

5 Protection of distress frequencies:

• avoiding harmful interference
• false alerts and procedure to follow when one is transmitted
• Channel 70
• transmissions during distress traffic
• prevention of unauthorised transmissions
• testing procedures
• VHF guardbands

6 Navtex

7 Alerting and locating signals

7.1 Emergency Position Indicating Radio Beacons (EPIRB) types:
• registration and coding
• operation
• maintenance
7.2 Search and rescue transponder (SART):
• operation
• operating height
• effect of radar reflector
• range of SART transmitter

8 VHF radiotelephone procedures and regulations

8.1 Distress communications:
• correct use of Mayday signal
• distress call and message
• acknowledgement
• control of distress traffic
• correct use of the signal Mayday Relay
• transmission of a distress message by a station not itself in
distress
8.2 Urgency communications:
• urgency signal
• correct use and meaning of Pan Pan
• urgency message
• obtaining urgent medical advice
8.3 Safety communications:
• safety signal
• correct use and meaning of Securite

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THE SHORT RANGE CERTIFICATE SYLLABUS

• safety message
• special procedures for communication with appropriate
national organisations on matters affecting safety
8.4 Reception of Maritime safety information
8.5 Use of Standard Marine Navigational vocabulary
8.6 Use of international phonetic alphabet
8.7 Awareness of international documentation and publications
8.8 Requirement for ship station licence
8.9 Regulations concerning the operation of the radio by the holder
of an appropriate certificate of competence
8.10 Logbooks
8.11 Preservation of the secrecy of correspondence
8.12 Types of call and message that are prohibited

9 Practical and theoretical knowledge of radiotelephone procedures

9.1 Practical traffic routines:
• correct use of callsigns

Appendix 2
• procedure for unanswered calls and garbled calls
• control of communication
9.2 Procedure for establishing communication on the following
channels:
• intership
• small craft safety channel
• port operations
• ship movement

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Index

acknowledgement of a DSC Distress channel numbering 39–40

Alert 88–90 channels for Port Operations and
AIS 28–9, 121 Harbour Authorities 77–8
All Ships calls 100, 119–20 Coast stations 10–11
ALRS 121 Coastguard 69–76
antennas 33, 35–7 acknowledgement 83
height 19, 34 calling 74, 119
ATIS 11–12 collision avoidance 66
authorised operator 121 control of communications 60–1,
92–3
batteries 30–2 convention ships 3, 121
care and maintenance 31–2 COSPAS/SARSAT 121
primary cells 30 satellite 20
secondary cells 30–1 course 51
types 30–1
battery capacity for handheld radios designated Distress Alert 82–3
18–19 Digital Selective Calling (DSC) 3–4,
bearing and range 51 5, 6, 13–19
boat names 52 DIM 17
direction finding 93–4
calling card 63–4 display screen 14
calling channel 58–9 distance 51
calling the Coastguard 74 Distress 121
calls 58–64, 116 menu 82–3
callsign 10, 121 Distress Alert 82–6
cancel/clear button 15 relay 90–2
capture effect 37 distress button 15
Certificate of Competence (VHF distress calls 81–94
radio) 8–9 documents 12
Channel 16 dedicated button 16 DSC 3–4, 5, 6, 13–19
Channel 16 voice call and message alerting by 81–2
116–7 Controller 38
channel 70 58 intership calls, how to make
channel allocation 41–3 them 68
channel navigation information dual frequency channels 40
service 70 dual watch facility 16–17, 121

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INDEX

Duplex channels 40, 121 Maritime Coastguard Agency 123

Maritime Mobile Service Identity
Emergency Position Indicating Radio (MMSI) 6, 10–11
Beacon (EPIRB) 3, 20–22 Maritime Rescue Co-ordination
equipment, recommended 5 Centres 69
Maritime Safety Information (MSI)
false alarm, cancelling 94 broadcasts 69–70
Mayday relay 117–8
garbled calls 62 medical advice 97
gel batteries 30–1 request for 75–6
geographical names 51 menu button 15
glossary 121–2 microphone 16
GMDSS, definition 3–6 MMSI 6, 10–11
areas 4–6 numbers for coastguard
GUNFACTS 69 stations 73
unknown, how to make a voice
handheld radio disadvantages call 68
18–19 mobile phones 102–4
Harbour Authorities 78–9
hi/lo power switch 16 Navareas 26
Housekeeping 105 Navtex 25–7, 122
nickel cadmium batteries 30–1

Index
identity of station 59–60 NMEA 122
INMARSAT 3 numeric keypad 16
International Maritime Organisation
(IMO) 3 Ofcom 7, 9, 10, 123
International Maritime VHF onboard comms 66
bandplan 124–5 Other Functions 105
International Maritime VHF
channels 39–43 Pan Pan 75–6, 122
International Telecommunication messages 95–7
Union (ITU) 7 phonetic alphabet 51–2
intership comms 60–1 phonetic numbers 53
intership working 65–8 Port Operations and Harbour
ITU 7 Authorities 77–80
portable radio 17–18
latitude and longitude 50 licence 8
lead acid batteries 30–1 position 50–1
light symbol 17 power switch 15
line of sight 33–4 pre-call proforma 63
private channels 43
marina calls 79–80, 120 procedure cards 86–7

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INDEX

pro-words 53–4 Short Range Certificate syllabus

126–9
quick call guide 116–120 Simplex channels 40, 122
single frequency channels 40
radio check 38, 70, 122 Small Craft Safety Scheme 70–1
radio controls and functions 13–17 SOLAS V 71
Radio Equipment and speed 51
Telecommunications squelch 16, 122
Terminal Equipment standard procedure 50–7
Regulations (2000) 9 stations, identity of 59–60
radio equipment, specific SUBFACTS 69
requirements 9
radio signals 33–8 time (GMT) 51
radio waves 33 transmission rules 54–6
radio, siting the 17 transmitting indicator 16
radiotelephone calls 59–60 transmitting power 19
radiotelephone log 12 transponder, SART 23–4
RAINWAT 12 trouble, avoiding 76
range of signal 33–5
RE&TTE Directive 9 UK Coastguard (UKCG) 69–76
regulating authorities 7 unanswered calls 62–3
Royal Yachting Association Urgency calls 95–7, 118
(RYA) 8–9, 123 UTC 122

safety calls 98–101, 119–120 Vessel Traffic Services (VTS) 77

safety on board 76 VHF channel usage 42–3
safety traffic 74–5 VHF radio 69
SART 23–4 voice calls, unanswered 62–3
scan and memory features 17 voice channels 38
scroll buttons 15 voice procedure 57
Search and Rescue Transponder volume of microphone 57
(SART) 23–4 voluntary fit 3, 122
Securite 98 Voluntary Identification Safety
Seelonce Fenee 93 Scheme 71
Seelonce Mayday and Distress 92
Semi-Duplex channels 40–1, 122 watchkeeping 61
Ship Radio Licence 7–8 weather forecasts 70
ship stations 11 Wireless Telegraphy Act (1949) 7
ship to shore comms 60

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