《航海学》课程参考文献（地文资料）CHAPTER 29 POSITION REPORTING SYSTEMS

CHAPTER 29POSITIONREPORTINGSYSTEMSINTRODUCTION2900.Purposetil other aid is at hand or until released by the distressedvessel.Other internationaltreaties and conventions imposeThe purpose ofposition reporting systems is to monitorthe same requirement.Position reporting systems permitvesselpositionsandinformauthoritiesandothervesselsofdeterminationofthemostappropriateearlyassistance,proanemergencyordistress atsea so thataresponsecanbeco-vide the meansfor a timely resolution of distress cases,andordinated among thosebestableto help.It is importantthatenable vessels responding to distress calls to continue theirdistressinformationbeimmediatelyavailabletoSearchandpassage with a minimum amount of delay.Rescue(SAR)coordinatorssothatassistancecanbeob-Otherresolutionsrecommendthatgovernmentsencouragetainedwiththe leastdelay.Establishing communications isparticipationin positionreporting schemesby ensuring that nocosts are incurred by the vessel for participation.sometimesdifficultevenwhenautomaticalarmsareusedThere are currently many position reporting systems inanddeterminationof SARcapabilitiesandintentionsofvesselsistime-consuming,unlesstheessential informationoperation throughout the world.Theparticulars ofeach sys-has been made readily available beforehand by their partic-tem aregiven inpublications of the International Maritimeipation in aposition reporting system.Organization (IMO).Masters of vessels making offshoreTheConvention on Safetyof Lifeat Sea(SOLAS)obpassages are requested by the U.S. Coast Guard to alwaysligates themaster of any vessel who becomes aware of aparticipate in theAMVER System and to participate in thedistress incidenttoproceedtotheemergencyand assistun-other systemswhen in the areas coveredbythem.AMVER2901.TheAutomated Mutual-AssistanceVesselRescuedressed to AMVER Halifax or AMVER Vancouver.ThisSystem (AMVER)avoids incurring chargesto thevesselIn addition to the information calculated from sailingAMVER,operatedbytheUnitedStatesCoastGuard,isplansandpositionreports,theAMVERCenterstoresdataonan international maritimemutual assistance program whichas-the characteristics of vessels. This includes the followingsists search and rescue efforts in many offshoreareas of thevessel name, international call sign,nation ofregistry,ownerworld.Merchantships ofall nationsmakingoffshorepassagesor operator, type of rig,type of propulsion, gross tonnage,areencouragedtosendmovement(sailing)reportsandperiodlength:normalcruisingspeed:radioschedule:radiofaciliicposition reports voluntarilytotheAMVERCenter inNewties,radio telephone installed; surface search radar installedYork via selected radio stations.Information from these re-doctornormallycarried.VesselscanassisttheAMVERCenports is entered into a computer which maintains deadter inkeeping this data accurate bysendinga completereportreckoning positions for the vessels.by message,letter,or by completingaSARInformationInformation concerningthepredictedlocationand SARQuestionnaireavailablefromAMVER,and sending correc-characteristicsofeachvessel isavailableuponrequesttorec-tions as the characteristics change. Corrections may beognized SAR agencies of any nation or to vessels needingincluded in regular AMVER reports as remarks.assistance.PredictedlocationsaredisclosedonlyforreasonsFor AMVER participants bound for U.S.ports there is anrelated tomarine safety.additional benefit.AMVERmessages which includethe neces-Messages sent within the AMVER System are at no cost tosary information are considered to meet the requirements of 33CFR161 (Noticeofarrival).the ship or owner.Benefits to shipping include: (1) improvedchances of aid in emergencies, (2)reduced number of callsfor2902.AMVERSystemCommunicationsNetworkassistancetovesselsnotfavorablylocatedand(3)reducedtimelostforvesselsresponding tocallsforassistance.AnAMVERparticipant is under no greater obligation to render assistanceAnextensiveradionetworksupportstheAMVERsystemduringan emergencythananon-participatingvessel.Propagation conditions,locationofvessel,and message densityAllAMVERmessages areaddressedtoCoastGuard,Newwill normally determine which station should be contacted to es-York,regardlessofthestationtowhichthemessageisdeliveredtablish communications.Toensure that no charge is applied, allexcept those sent toCanadian stations which should be ad-AMVER messages should be passed through specified radio403

403 CHAPTER 29 POSITION REPORTING SYSTEMS INTRODUCTION 2900. Purpose The purpose of position reporting systems is to monitor vessel positions and inform authorities and other vessels of an emergency or distress at sea so that a response can be co￾ordinated among those best able to help. It is important that distress information be immediately available to Search and Rescue (SAR) coordinators so that assistance can be ob￾tained with the least delay. Establishing communications is sometimes difficult even when automatic alarms are used, and determination of SAR capabilities and intentions of vessels is time-consuming, unless the essential information has been made readily available beforehand by their partic￾ipation in a position reporting system. The Convention on Safety of Life at Sea (SOLAS) ob￾ligates the master of any vessel who becomes aware of a distress incident to proceed to the emergency and assist un￾til other aid is at hand or until released by the distressed vessel. Other international treaties and conventions impose the same requirement. Position reporting systems permit determination of the most appropriate early assistance, pro￾vide the means for a timely resolution of distress cases, and enable vessels responding to distress calls to continue their passage with a minimum amount of delay. Other resolutions recommend that governments encourage participation in position reporting schemes by ensuring that no costs are incurred by the vessel for participation. There are currently many position reporting systems in operation throughout the world. The particulars of each sys￾tem are given in publications of the International Maritime Organization (IMO). Masters of vessels making offshore passages are requested by the U.S. Coast Guard to always participate in the AMVER System and to participate in the other systems when in the areas covered by them. AMVER 2901. The Automated Mutual-Assistance Vessel Rescue System (AMVER) AMVER, operated by the United States Coast Guard, is an international maritime mutual assistance program which as￾sists search and rescue efforts in many offshore areas of the world. Merchant ships of all nations making offshore passages are encouraged to send movement (sailing) reports and period￾ic position reports voluntarily to the AMVER Center in New York via selected radio stations. Information from these re￾ports is entered into a computer which maintains dead reckoning positions for the vessels. Information concerning the predicted location and SAR characteristics of each vessel is available upon request to rec￾ognized SAR agencies of any nation or to vessels needing assistance. Predicted locations are disclosed only for reasons related to marine safety. Messages sent within the AMVER System are at no cost to the ship or owner. Benefits to shipping include: (1) improved chances of aid in emergencies, (2) reduced number of calls for assistance to vessels not favorably located, and (3) reduced time lost for vessels responding to calls for assistance. An AMVER participant is under no greater obligation to render assistance during an emergency than a non-participating vessel. All AMVER messages are addressed to Coast Guard, New York, regardless of the station to which the message is delivered, except those sent to Canadian stations which should be ad￾dressed to AMVER Halifax or AMVER Vancouver. This avoids incurring charges to the vessel. In addition to the information calculated from sailing plans and position reports, the AMVER Center stores data on the characteristics of vessels. This includes the following: vessel name; international call sign; nation of registry; owner or operator; type of rig; type of propulsion; gross tonnage; length; normal cruising speed; radio schedule; radio facili￾ties; radio telephone installed; surface search radar installed; doctor normally carried. Vessels can assist the AMVER Cen￾ter in keeping this data accurate by sending a complete report by message, letter, or by completing a SAR Information Questionnaire available from AMVER, and sending correc￾tions as the characteristics change. Corrections may be included in regular AMVER reports as remarks. For AMVER participants bound for U.S. ports there is an additional benefit. AMVER messages which include the neces￾sary information are considered to meet the requirements of 33 CFR 161 (Notice of arrival). 2902. AMVER System Communications Network An extensive radio network supports the AMVER system. Propagation conditions, location of vessel, and message density will normally determine which station should be contacted to es￾tablish communications. To ensure that no charge is applied, all AMVER messages should be passed through specified radio

404POSITIONREPORTINGSYSTEMSstations.Those which currently accept AMVER messages and3.ArrivalReport.4.PositionReportapplytocoastalstation,shipstation,orlandlinechargearelistedin each issue of the AMVER Bulletin, together with respective5.Deviation Reports.call sign, location, frequency bands, and hours of guard.Although AMVER messages may be sent through other stations,AMVERpermits sailing planand departure informa-theCoast Guardcannot reimburse the senderfor any charges.tion to be combined into a single report.It also acceptssailing plan information separately.2903.TheAMVER BulletinOnly the above five types of AMVER messages requirespecificformats.(SeeDMAHTC Pub.II7,RadioNaviga-The AMVER Bulletin, published quarterly by the U.S.tional Aids).Othermessages relating to a vessel's AMVERCoast Guard, provides information on the operation of theparticipation or data, such as facts on her SAR capabilitiesAMVER System of general interest to the mariner. It also pro-mayalsobesentviatheAMVERcommunicationsnetworkvidesup-to-dateinformationontheAMVERcommunicationsAdditionalinformationconcerningtheAMVERSystemnetworkandRadioWavePropagationChartswhichindicatemay be obtained bywritingto:Commandant, U.S.CoastrecommendedfrequenciesforcontactingU.S.coastradiosta-Guard, Washington, DC 20590, or by writing or visitingtions participating intheAMVERSystem,accordingto theCommander,AtlanticArea,U.S.CoastGuard,Governors Is-time of day and the season oftheyearland.New York, NY 10004. The AMVER System in thePacificis coordinated by Commander,PacificArea, U.S.2904.AMVERParticipationCoastGuard,GovernmentIsland,Alameda,CA94501Othercountries suchas Canadaareaformal partoftheInstructions guiding participation in the AMVER Sys-AMVER System and provide radio stations for relayoftem are available in the following languages: Chinese,AMVERreports,as well as coordinating rescue efforts inDanish, Dutch, English, French, German, Greek, Italiancertainregions.Applicableinstructionshavebeenpromul-Japanese, Korean,Norwegian, Polish, Portuguese,Russiangatedbyofficial publications oftheparticipatingcountriesSpanish and Swedish.The AMVER Users Manual is avail-ablefrom:Commander,Atlantic Area,U.S.CoastGuard,2905.AMVER Reporting RequiredGovernorsIsland.NY,10004:CommanderPacific AreaU.S.Coast GuardGovernment Island,Alameda,CAThe U.S.Maritime Administration regulations state94501; and atU.S.Coast Guard District Offices,Marinethat certain U.S. flag vessels and foreign flag "War Risk"SafetyOffices,MarineInspection Offices and Captainofvessels must report and regularly update their voyages tothe Port Offices in major U.S.ports. Requests for instruc-theAMVER Center.This reporting is required of the fol-tions should state the language desired ifother than English.lowing:(a)U.S.flag vessels of 1,o00 tons or greater,Searchand Rescueoperationproceduresarecontainedoperatinginforeigncommerce(b)foreignflagvesselsofin the Merchant Ship Searchand RescueManual (MER-1,o00gross tons orgreater,for whichan InterimWarRiskSAR)publishedbytheInternationalMaritimeInsurance Binder has been issued under the provisions ofOrganization(IMO).U.S.flagvesselsmayobtainacopyofTitleXII, Merchant Marine Act, 1936.MERSARfromlocalCoastGuardMarineSafetyOfficesandMarineInspectionOfficesorbywritingtoU.S.Coast2906.AMVERPlotInformationGuard (G-OSR), Washington, DC 20593. Other flag ves-selsmaypurchaseMERSARdirectlyfromIMOTheinformation stored inthecomputer canbeused toIn connection with a vessel'sfirst AMVER-plotted voyage,provide several types of display according to the needs ofthe master is requested to complete a questionnaire providingcontrollersat Rescue Coordination Centers.Thesurfacethe radio watch schedule,available medical and communica-picture (SURPIC)can be displayed as a Radius SURPICtions facilities, and other useful characteristics. Stored in the(Figure 2906a). When requesting a Radius SURPIC, theAMVER computer,this information can be electronically pro-controller specifies thedate and time,a latitude and longi-cessed in anemergency,whileaposition iscalculatedtude to mark the center (P), the radius (in nautical miles)Anyvessel of anynation departingonan offshorepas-that the SURPIC should cover (R), and whether the namessage of 24 hours duration or greater is encouraged toof all ships are desired (or onlythosewithdoctors, or per-becomeaparticipantintheAMVERSystembysendingap-haps thoseheadingeithereastorwest).propriate AMVER messages in one of several formats. Themessages may be transmitted at any convenient time asA Radius SURPIC may be requested for any radiuslongasthe information is accurate.from1to999miles.A samplerequest is as follows:There are five types of AMVER Reports."REQUEST062100ZRADIUSSURPICOFDOCTOR-1.SailingPlan.SHIPSWITHIN800MILESOF43.6N030.2WFORMEDI-2.DepartureReport.CALEVALUATIONM/SEVENSEAS

404 POSITION REPORTING SYSTEMS stations. Those which currently accept AMVER messages and apply to coastal station, ship station, or landline charge are listed in each issue of the AMVER Bulletin, together with respective call sign, location, frequency bands, and hours of guard. Al￾though AMVER messages may be sent through other stations, the Coast Guard cannot reimburse the sender for any charges. 2903. The AMVER Bulletin The AMVER Bulletin, published quarterly by the U.S. Coast Guard, provides information on the operation of the AMVER System of general interest to the mariner. It also pro￾vides up-to-date information on the AMVER communications network and Radio Wave Propagation Charts which indicate recommended frequencies for contacting U.S. coast radio sta￾tions participating in the AMVER System, according to the time of day and the season of the year. 2904. AMVER Participation Instructions guiding participation in the AMVER Sys￾tem are available in the following languages: Chinese, Danish, Dutch, English, French, German, Greek, Italian, Japanese, Korean, Norwegian, Polish, Portuguese, Russian, Spanish and Swedish. The AMVER Users Manual is avail￾able from: Commander, Atlantic Area, U.S. Coast Guard, Governors Island, NY, 10004; Commander Pacific Area, U.S. Coast Guard, Government Island, Alameda, CA 94501; and at U.S. Coast Guard District Offices, Marine Safety Offices, Marine Inspection Offices and Captain of the Port Offices in major U.S. ports. Requests for instruc￾tions should state the language desired if other than English. Search and Rescue operation procedures are contained in the Merchant Ship Search and Rescue Manual (MER￾SAR) published by the International Maritime Organization (IMO). U.S. flag vessels may obtain a copy of MERSAR from local Coast Guard Marine Safety Offices and Marine Inspection Offices or by writing to U.S. Coast Guard (G-OSR), Washington, DC 20593. Other flag ves￾sels may purchase MERSAR directly from IMO. In connection with a vessel’s first AMVER-plotted voyage, the master is requested to complete a questionnaire providing the radio watch schedule, available medical and communica￾tions facilities, and other useful characteristics. Stored in the AMVER computer, this information can be electronically pro￾cessed in an emergency, while a position is calculated. Any vessel of any nation departing on an offshore pas￾sage of 24 hours duration or greater is encouraged to become a participant in the AMVER System by sending ap￾propriate AMVER messages in one of several formats. The messages may be transmitted at any convenient time as long as the information is accurate. There are five types of AMVER Reports. 1. Sailing Plan. 2. Departure Report. 3. Arrival Report. 4. Position Report. 5. Deviation Reports. AMVER permits sailing plan and departure informa￾tion to be combined into a single report. It also accepts sailing plan information separately. Only the above five types of AMVER messages require specific formats. (See DMAHTC Pub. 117, Radio Naviga￾tional Aids). Other messages relating to a vessel’s AMVER participation or data, such as facts on her SAR capabilities, may also be sent via the AMVER communications network. Additional information concerning the AMVER System may be obtained by writing to: Commandant, U.S. Coast Guard, Washington, DC 20590, or by writing or visiting Commander, Atlantic Area, U.S. Coast Guard, Governors Is￾land, New York, NY 10004. The AMVER System in the Pacific is coordinated by Commander, Pacific Area, U.S. Coast Guard, Government Island, Alameda, CA 94501. Other countries such as Canada are a formal part of the AMVER System and provide radio stations for relay of AMVER reports, as well as coordinating rescue efforts in certain regions. Applicable instructions have been promul￾gated by official publications of the participating countries. 2905. AMVER Reporting Required The U.S. Maritime Administration regulations state that certain U.S. flag vessels and foreign flag “War Risk” vessels must report and regularly update their voyages to the AMVER Center. This reporting is required of the fol￾lowing: (a) U.S. flag vessels of 1,000 tons or greater, operating in foreign commerce; (b) foreign flag vessels of 1,000 gross tons or greater, for which an Interim War Risk Insurance Binder has been issued under the provisions of Title XII, Merchant Marine Act, 1936. 2906. AMVER Plot Information The information stored in the computer can be used to provide several types of display according to the needs of controllers at Rescue Coordination Centers. The surface picture (SURPIC) can be displayed as a Radius SURPIC (Figure 2906a). When requesting a Radius SURPIC, the controller specifies the date and time, a latitude and longi￾tude to mark the center (P), the radius (in nautical miles) that the SURPIC should cover (R), and whether the names of all ships are desired (or only those with doctors, or per￾haps those heading either east or west). A Radius SURPIC may be requested for any radius from 1 to 999 miles. A sample request is as follows: “REQUEST 062100Z RADIUS SURPIC OF DOCTOR￾SHIPS WITHIN 800 MILES OF 43.6N 030.2W FOR MEDI￾CAL EVALUATION M/V SEVEN SEAS

405POSITIONREPORTINGSYSTEMSAREA SURPICTrocklineSURPICRadiusSURPICFigure2906a. Radius SURPIC, Area SURPIC, and Trackine SURPIC.The Area SURPIC is obtained by specifying thedate,positionofanAMVERparticipantwherever locatedtime,and two latitudes and two longitudes.ThecontrollerA sampleLocation Vesselrequestis asfollows:can limit the ships to be listed as with the Radius SURPIC"REQUESTPRESENTPOSITION,COURSE,ANDThereis no maximum or minimum size limitation on anAreaSURPICSPEEDOFM/VPOLARIS"A sample Area SURPIC request is as follows:A Radius SURPIC as it would be received by a rescue"REQUEST151300ZAREA SURPIC OFWEST-center, listing all ships within a 200-mile radius of 26.2N,BOUNDSHIPSFROM43NTO3INLATITUDEAND179.9W,isshown inFigure2906b.FROM130WTO150WLONGITUDEFORSHIPDIS-TRESSM/VEVENINGSUNLOCATION37N,140W"2907.UsesOfAMVERPlotInformationThe Trackline SURPIC is obtained by specifying theAn example ofthe use ofa Radius SURPIC is depicteddateand time, two points (P1 and P2),whether thetracklinein Figure 2907. In this situation rescue authorities believeshould be rhumb lineorgreat circle, what the half-width (D)that a ship in distress, or her survivors,will befound in thecoverage should be (in nautical miles), and whether all shipsrectangulararea.TheRescueCoordinationCenterrequestsare desired (or only doctor ships, or just those east or west-a listing of all eastbound ships within 100 miles ofa care-bound). The half-width (D) specified should not exceed 100fully chosen position. Once this list is received by themiles.When received,the SURPIC will list ships in orderRescue Coordination Center a few moments later,messag-from P1 to P2.There is no maximum or minimum distancees can beprepared for satellitetransmission toeachvessel,betweenP1andP2orarrangementsmadetocontactthembyradioA sample Trackline SURPIC request is as follows:Eachshipcontacted maybeaskedtosail a rhumb linebetween two specified points, one atthebeginning ofthe“REQUEST 310100Z GREAT CIRCLETRACKLINEsearch area and one at the end. By carefully assigning shipsSURPICOFALLSHIPSWITHIN5OMILESOFALINEto areas of needed coverage, very little time need be lostFROM20.1N150.2WTO21.5N158.0WFORAIRCRAFTfrom the sailing schedule of each cooperating ship.ThosePRECAUTION"ships joining the search would report their positions everyfew hours to the Rescue Coordination Center, together withALocationVesselisusedto determine the locationofweather data and any significant sightings.In order toa specific ship.Itpermits a controllertodeterminetheDRachieve saturation coverage,a westbound SURPIC at theCallDestinationNamePositionSpeedSARdataCourseand ET4signKOBE11CHILEMARUJAYU26.2 N 179.9EC29412.5KH16R>xzCPA258 DEG.012MI.032000Z21C10614.0KHxRTVXZBALBOAWILYAMALKBD24.8N 179.1WCPA 152 DEG. 092MIL. 032000Z08C28419.3KxzsYKHAMAPRESCLEVELAND25.5N177.0WH24RDTWITMCPA265WILLPASSWTHIN10MI040430ZC285.16.0KH 8RN VXZYKHAMA10AENEASGMRT25.9N 176.9ECPA265DEG.175ML.03200ZFigure2906b.Radius SURPIC as received by a rescue center

POSITION REPORTING SYSTEMS 405 The Area SURPIC is obtained by specifying the date, time, and two latitudes and two longitudes. The controller can limit the ships to be listed as with the Radius SURPIC. There is no maximum or minimum size limitation on an Area SURPIC. A sample Area SURPIC request is as follows: “REQUEST 151300Z AREA SURPIC OF WEST￾BOUND SHIPS FROM 43N TO 31N LATITUDE AND FROM 130W TO 150W LONGITUDE FOR SHIP DIS￾TRESS M/V EVENING SUN LOCATION 37N, 140W.” The Trackline SURPIC is obtained by specifying the date and time, two points (P1 and P2), whether the trackline should be rhumb line or great circle, what the half-width (D) coverage should be (in nautical miles), and whether all ships are desired (or only doctor ships, or just those east or west￾bound). The half-width (D) specified should not exceed 100 miles. When received, the SURPIC will list ships in order from P1 to P2. There is no maximum or minimum distance between P1 and P2. A sample Trackline SURPIC request is as follows: “REQUEST 310100Z GREAT CIRCLE TRACKLINE SURPIC OF ALL SHIPS WITHIN 50 MILES OF A LINE FROM 20.1N 150.2W TO 21.5N 158.0W FOR AIRCRAFT PRECAUTION.” A Location Vessel is used to determine the location of a specific ship. It permits a controller to determine the DR position of an AMVER participant wherever located. A sample Location Vessel request is as follows: “REQUEST PRESENT POSITION, COURSE, AND SPEED OF M/V POLARIS” A Radius SURPIC as it would be received by a rescue center, listing all ships within a 200-mile radius of 26.2N, 179.9W, is shown in Figure 2906b. 2907. Uses Of AMVER Plot Information An example of the use of a Radius SURPIC is depicted in Figure 2907. In this situation rescue authorities believe that a ship in distress, or her survivors, will be found in the rectangular area. The Rescue Coordination Center requests a listing of all eastbound ships within 100 miles of a care￾fully chosen position. Once this list is received by the Rescue Coordination Center a few moments later, messag￾es can be prepared for satellite transmission to each vessel, or arrangements made to contact them by radio. Each ship contacted may be asked to sail a rhumb line between two specified points, one at the beginning of the search area and one at the end. By carefully assigning ships to areas of needed coverage, very little time need be lost from the sailing schedule of each cooperating ship. Those ships joining the search would report their positions every few hours to the Rescue Coordination Center, together with weather data and any significant sightings. In order to achieve saturation coverage, a westbound SURPIC at the Figure 2906a. Radius SURPIC, Area SURPIC, and Trackine SURPIC. Name Call sign Position Course Speed SAR data Destination and ETA CHILE MARU JAYU 26.2 N 179.9E C294 12.5K H 1 6 R T X Z KOBE 11 CPA 258 DEG. 012 MI. 032000Z WILYAMA LKBD 24.8N 179.1W C106 14.0K H X R T V X Z BALBOA 21 CPA 152 DEG. 092 MI. 032000Z PRES CLEVELAND WITM 25.5N 177.0W C284 19.3K H 2 4 R D T X Z S YKHAMA 08 CPA 265 WILL PASS WITHIN 10 MI 040430Z AENEAS GMRT 25.9N 176.9E C285 16.0K H 8 R N V X Z YKHAMA 10 CPA 265 DEG. 175 MI. 03200Z Figure 2906b. Radius SURPIC as received by a rescue center

406POSITIONREPORTINGSYSTEMSengines.A Trackline SURPIC,provided from the point ofeastern extremityof the search area would alsobeusedTheTracklineSURPIC ismost commonlyusedasadifficulty to thedestination, provides the pilot with the add-precautionarymeasure for aircraft. Rarely,ifever, is a maed assuranceofknowing thepositions of vessels beneathjor airlinerforcedto ditchatseaanymore.But occasionshimandthattheyhavebeenalerted.SURPIC'shavebeensometimesarisewhereaplanelosesofoneormoreof itsusedsuccessfullytosavethelivesofpilotsofsmallaircraftIRELANDENGLAND100MileRadiusSURPICSearchAreaFRANCEFigure2907.UseofradiusSURPICEMERGENCYPOSITIONINDICATINGRADIOBEACONS(EPIRB'S)2908.DescriptionAnd Capabilitiessigned to bedetected byoverflying commercial ormilitaryaircraft, Satellites were designed to detect these EPIRB'sEmergencyPositionIndicatingbut are limited for the following reasons:Radiobeacons(EPIRB's),deviceswhichcostfrom$200toover$1500aredesignedto savelivesbyautomaticallyalertingrescue1.Satellite detection range is limited for these EPIRB'sauthorities and indicating the distress location. EPIRB(satellites must be within line of sight of both thetypes aredescribed below:EPIRBandagroundterminalfordetectiontooccur)2.EPIRB design and frequency congestion cause121.5/243MHzEPIRB's (Class A,B, S):These arethem to be subject to a high false alert/false alarmthemostcommonand leastexpensivetypeofEPIRB,de-rate(over99%);consequently,confirmation isre-TypeFrequencyDescription121.5/243MHzClass AFloat-free,automatic activating,detectable by aircraftand satellite.Coverage limited (seeFigure2908).Class B121.5/243MHzManuallyactivatedversionofClassAClass CVHF Ch.15/16Manuallyactivated, operates on maritime channelsonly.NotdetectablebysatelliteClass s121.5/243MHzSimilarto ClassB,exceptthat itfloats,orisan integralpart of a survival craft.CategoryI121.5/406MHzFloat-free,automaticallyactivated.Detectablebysatelliteanywhere inthe worldCategory II121.5/406MHzSimilar to CategoryI, except manually activatedFigure 2908a.EPIRB classifications

406 POSITION REPORTING SYSTEMS eastern extremity of the search area would also be used. The Trackline SURPIC is most commonly used as a precautionary measure for aircraft. Rarely, if ever, is a ma￾jor airliner forced to ditch at sea anymore. But occasions sometimes arise where a plane loses of one or more of its engines. A Trackline SURPIC, provided from the point of difficulty to the destination, provides the pilot with the add￾ed assurance of knowing the positions of vessels beneath him and that they have been alerted. SURPIC’s have been used successfully to save the lives of pilots of small aircraft. EMERGENCY POSITION INDICATING RADIOBEACONS (EPIRB’S) 2908. Description And Capabilities Emergency Position Indicating Radiobeacons (EPIRB’s), devices which cost from $200 to over $1500, are designed to save lives by automatically alerting rescue authorities and indicating the distress location. EPIRB types are described below: 121.5/243 MHz EPIRB’s (Class A, B, S): These are the most common and least expensive type of EPIRB, de￾signed to be detected by overflying commercial or military aircraft. Satellites were designed to detect these EPIRB’s but are limited for the following reasons: 1. Satellite detection range is limited for these EPIRB’s (satellites must be within line of sight of both the EPIRB and a ground terminal for detection to occur). 2. EPIRB design and frequency congestion cause them to be subject to a high false alert/false alarm rate (over 99%); consequently, confirmation is re￾Figure 2907. Use of radius SURPIC. Type Frequency Description Class A 121.5/243 MHz Float-free, automatic activating, detectable by aircraft and satellite. Coverage limited (see Figure 2908). Class B 121.5/243 MHz Manually activated version of Class A. Class C VHF Ch. 15/16 Manually activated, operates on maritime channels only. Not detectable by satellite. Class S 121.5/243 MHz Similar to Class B, except that it floats, or is an integral part of a survival craft. Category I 121.5/406 MHz Float-free, automatically activated. Detectable by satellite anywhere in the world. Category II 121.5/406 MHz Similar to Category I, except manually activated. Figure 2908a. EPIRB classifications

407POSITIONREPORTINGSYSTEMSFeature121.5/406MHzEPIRB121.5/243MHzEPIRBFrequencies406.025 MHz (locating)121.500 MHz (civilian)121.500 MHz (homing)243.000 MHz (military)Saellite alerting,locating,identificationTransmission of distress signal to passingPrimary Functionofdistressedvesselsaircraftand ships.Distress ConfirmationPositive identification of coded beacon;Virtually impossible; no coded information,each beacon signal is a coded, uniquebeaconsoftenincompatiblewith satellites,signal withregistration data (vessel name,impossibletoknowifsignalsarefromEPIRBdescription,andtelephone numberashore,ELT,ornon-beaconsourceassisting in confirmation).SignalPulse digital, providing accurate beaconContinuous signal allows satellite locating atlocationandvital informationonreduced accuracy, close range homingdistressed vesselExcellent; exclusive use of 406 MHz forSignal QualityRelatively poor, high number of false alarmsdistressbeacons,noproblemswithfalsecausedbyothertransmitters in the121.5MHz band.alerts from non-beacon sources.Satellite CoverageGlobal coverage, worldwide detection,Both beacon and LUT must be within coveragesatellite retains beacon data until nextof satellite,detection limited to line of sightearth station comes intoview.Operational Time48 hrs.at-20°C.48 hrs.at-20°COutputPower5 watts at 406 MHz,.025 watts at 121.50.1 watts average.MHz.Strobe LightHigh intensity strobe helps in visuallyNone.locating searchtarget.LocationAccuracy1 to 3 miles (10.8 sq. miles); accurate10 to20miles(486 sq.miles); SARforces must(Search Area) andposition on first satellite overflightwaitfor second system alerttodeterminefinalTime Requiredenables rapid SARresponse,often withinpositionbefore responding (1 to3 hr.delay).30 min.Figure2908b.Summary comparison of 121.5/406MHzand121.5/243MHzEPIRB's.to February 1995 may be utilized until 1 February 1999quired before SARforcescanbedeployed;and not thereafter.3.EPIRB'smanufacturedbeforeOctober1988mayhavedesign or construction problems(e.g.some406 MHz EPIRB's (Category I, II): The 406 MHzmodels will leak and cease operating when im-EPIRB was designed to operate with satellites.Its signal al-mersed in water)or may not be detectable bysatellite.lows a satellitelocal userterminal tolocatethe EPIRB(muchmoreaccuratelythan121.5/243MHzdevices)andClass CEPIRB's:These aremanuallyactivatedde-identifythe vessel (the signal is encoded withthevessel'svices intended for pleasure craft which do not venturefaridentity)anywhere in the world. There is no range limita-tion.These devices also include a 121.5 MHz homingoffshore, and for vessels on the Great Lakes.They trans-mita shortburst on VHF-FM156.8MHz (Ch.16)and asignal, allowing aircraft and rescue vessels to quickly findlonger homing signal on 156.75 MHz (Ch.15).Theirthe vessel in distress. These are the only type of EPIRBwhich must be tested by Coast Guard-approved indepen-usefulness depends upon a coast station or another vesseldent laboratories beforethey can be soldforusewithintheguardingchannel16andrecognizingthebrief,recurringtone as an EPIRB. Class C EPIRB's are not recognizedUnited StatesoutsideoftheUnitedStates.ClassCEPIRB'scannotbeAn automatically activated, float-free version of thisEPIRB has been required on SOLAS vessels (cargo shipsmanufactured or sold in the United States afterFebruary1995.ClassCEPIRB'sinstalledonboardvessel'spriorover 300 tons and passenger ships on international voyages)

POSITION REPORTING SYSTEMS 407 quired before SAR forces can be deployed; 3. EPIRB’s manufactured before October 1988 may have design or construction problems (e.g. some models will leak and cease operating when im￾mersed in water) or may not be detectable by satellite. Class C EPIRB’s: These are manually activated de￾vices intended for pleasure craft which do not venture far offshore, and for vessels on the Great Lakes. They trans￾mit a short burst on VHF-FM 156.8 MHz (Ch. 16) and a longer homing signal on 156.75 MHz (Ch. 15). Their usefulness depends upon a coast station or another vessel guarding channel 16 and recognizing the brief, recurring tone as an EPIRB. Class C EPIRB’s are not recognized outside of the United States. Class C EPIRB’s cannot be manufactured or sold in the United States after February 1995. Class C EPIRB’s installed on board vessel’s prior to February 1995 may be utilized until 1 February 1999 and not thereafter. 406 MHz EPIRB’s (Category I, II): The 406 MHz EPIRB was designed to operate with satellites. Its signal al￾lows a satellite local user terminal to locate the EPIRB (much more accurately than 121.5/243 MHz devices) and identify the vessel (the signal is encoded with the vessel’s identity) anywhere in the world. There is no range limita￾tion. These devices also include a 121.5 MHz homing signal, allowing aircraft and rescue vessels to quickly find the vessel in distress. These are the only type of EPIRB which must be tested by Coast Guard-approved indepen￾dent laboratories before they can be sold for use within the United States. An automatically activated, float-free version of this EPIRB has been required on SOLAS vessels (cargo ships over 300 tons and passenger ships on international voyages) Feature 121.5/406 MHz EPIRB 121.5/243 MHz EPIRB Frequencies 406.025 MHz (locating) 121.500 MHz (civilian) 121.500 MHz (homing) 243.000 MHz (military) Primary Function Satellite alerting, locating, identification of distressed vessels. Transmission of distress signal to passing aircraft and ships. Distress Confirmation Positive identification of coded beacon; each beacon signal is a coded, unique signal with registration data (vessel name, description, and telephone number ashore, assisting in confirmation). Virtually impossible; no coded information, beacons often incompatible with satellites; impossible to know if signals are from EPIRB, ELT, or non-beacon source. Signal Pulse digital, providing accurate beacon location and vital information on distressed vessel. Continuous signal allows satellite locating at reduced accuracy; close range homing. Signal Quality Excellent; exclusive use of 406 MHz for distress beacons; no problems with false alerts from non-beacon sources. Relatively poor; high number of false alarms caused by other transmitters in the 121.5 MHz band. Satellite Coverage Global coverage, worldwide detection; satellite retains beacon data until next earth station comes into view. Both beacon and LUT must be within coverage of satellite; detection limited to line of sight. Operational Time 48 hrs. at -20°C. 48 hrs. at -20°C. Output Power 5 watts at 406 MHz, .025 watts at 121.5 MHz. 0.1 watts average. Strobe Light High intensity strobe helps in visually locating search target. None. Location Accuracy (Search Area) and Time Required 1 to 3 miles (10.8 sq. miles); accurate position on first satellite overflight enables rapid SAR response, often within 30 min. 10 to 20 miles (486 sq. miles); SAR forces must wait for second system alert to determine final position before responding (1 to 3 hr. delay). Figure 2908b. Summary comparison of 121.5/406 MHz and 121.5/243 MHz EPIRB’s

408POSITIONREPORTINGSYSTEMSsince 1August1993.The Coast Guard requires U.S.com-2910.TheCOSPAS/SARSATSystemmercial fishing vessels to carry this device (unless they carrya ClassAEPIRB),andwillrequirethesameforotherU.SCOSPAS is a Russian acronym for“SpaceSystemforcommercial uninspected vessels whichtravel morethan3Search ofDistressedVessels";SARSATsignifies"Searchmiles offshore.And Rescue Satellite-Aided Tracking." COSPAS-SAR-Mariners shouldbeaware of thedifferences betweenSAT is an international satellite-based search and rescuecapabilitiesof121.5/243MHzand121.5/406MHzsystem establishedbytheU.S.,Russia,Canada,andFranceEPIRB's,as theyhaveimplicationsforalertingand locat-tolocateemergencyradiobeaconstransmittingonthefre-ingofdistresssites,aswell asresponsebySARforces.Thequencies121.5,243,and406MHz.Since itsinception,theadvantages of 121.5/406MHz devices are substantial,andCOSPAS-SARSAT system (SARSAT satellite only) hasare further enhanced by EPIRB-transmitted registrationcontributed to saving over3000 lives.dataonthecarryingvessel.Ownersof121.5/406MHzTheUSCGreceivesdatafromMRCC stationsandEPIRB'sfurnishregistration informationabouttheirvesselSARPointsofContact(SPOC).SeeFigure2910survival gear,and emergency points of contact ashore,allof which greatly enhance the response. The database for2911.OperationOfTheCOSPAS/SARSATSystemU.S. vessels is maintained by the National Oceanographicand Atmospheric Administration,andisaccessed world-If an EPIRB is activated, COSPAS/SARSAT picks up thewidebySARauthorities tofacilitate SARresponse.signal, locates the source and passes the information to a landstation.From there,the information isrelayed, either via coast2909.Testing EPIRB'sradio or satellite, to Rescue Coordination Centers,rescue vesselsand nearby ships.This constitutesa one-way only communica-EPIRB owners should periodically check for watertions system, from the EPIRB via the satellite to the rescuers. Ittightness,battery expiration date,and signal presence.FCCemployslowaltitude,nearpolarorbitingsatellitesandbyexrules allowClassA,B,andSEPIRB'stobeturnedonbrief-ploiting the Doppler principle, locates the transmitting EPIRBly (for threeaudiosweeps,or1 secondonly)during thefirstwithin about two miles.Duetothe low polar orbit,theremay by5minutesof anyhour.Signal presencecanbedetected bya delay in receiving the distress message unless the footprint ofanFMradiotunedto99.5MHz,oranAMradiotunedtothe satellite is simultaneously inview witha monitoring stationanyvacantfrequency and located closeto an EPIRB.FCCHowever, unlike SafetyNET, worldwide coverage is provided.rulesallowClassCEPIRB'stobetestedwithinthefirst5As asatelliteapproachesatransmittingEPIRB,thefre-minutes of anyhour,for notmorethan 10 seconds.Class CEPIRB'scanbedetectedbyamarineradiotunedtochannelquency of the signals it receives is higher than that beingtransmitted;when thesatellitehaspassed theEPIRB,the15or 16.All121.5/406MHzEPIRB's havea self-test func-tion that should beused in accordancewithmanufacturersreceived frequency is lower.This creates a notable Dopplershift. Calculations which take into account the earth's rota-instructionsatleastmonthly.CountryLocationDesignatorStatusAustraliaCanberraAUMCCInOperationBrazilSan PauloBBMCCUnder TestCanadaCMCCTrentonInOperationChileCHMCCSantiagoUnder TestFranceToulouseFMCCInOperationHong KongHKMCCHong KongInOperationINMCCIndiaBangaloreInOperationIONCCIndonesiaJakartaUnder TestITDCTaipeiTAMCCTBDJapanTokyoJAMCCInOperationNew ZealandInOperationNorwayBodoNMCCInOperationPakistanLahorePAMCCSingaporeSingaporeSIMCCSPMCCInOperationSpainMaspalomasCMCRussianFederationMoscowInOperationPlymouthUKMCCUnitedKingdomInOperationUSMCCUnited StatesSuitlandInOperationFigure 2910. Participants in COSPAS/SARSAT system

408 POSITION REPORTING SYSTEMS since 1 August 1993. The Coast Guard requires U.S. com￾mercial fishing vessels to carry this device (unless they carry a Class A EPIRB), and will require the same for other U.S. commercial uninspected vessels which travel more than 3 miles offshore. Mariners should be aware of the differences between capabilities of 121.5/243 MHz and 121.5/406 MHz EPIRB’s, as they have implications for alerting and locat￾ing of distress sites, as well as response by SAR forces. The advantages of 121.5/406 MHz devices are substantial, and are further enhanced by EPIRB-transmitted registration data on the carrying vessel. Owners of 121.5/406 MHz EPIRB’s furnish registration information about their vessel, survival gear, and emergency points of contact ashore, all of which greatly enhance the response. The database for U.S. vessels is maintained by the National Oceanographic and Atmospheric Administration, and is accessed world￾wide by SAR authorities to facilitate SAR response. 2909. Testing EPIRB’s EPIRB owners should periodically check for water tightness, battery expiration date, and signal presence. FCC rules allow Class A, B, and S EPIRB’s to be turned on brief￾ly (for three audio sweeps, or 1 second only) during the first 5 minutes of any hour. Signal presence can be detected by an FM radio tuned to 99.5 MHz, or an AM radio tuned to any vacant frequency and located close to an EPIRB. FCC rules allow Class C EPIRB’s to be tested within the first 5 minutes of any hour, for not more than 10 seconds. Class C EPIRB’s can be detected by a marine radio tuned to channel 15 or 16. All 121.5/406 MHz EPIRB’s have a self-test func￾tion that should be used in accordance with manufacturers’ instructions at least monthly. 2910. The COSPAS/SARSAT System COSPAS is a Russian acronym for “Space System for Search of Distressed Vessels”; SARSAT signifies “Search And Rescue Satellite-Aided Tracking.” COSPAS-SAR￾SAT is an international satellite-based search and rescue system established by the U.S., Russia, Canada, and France to locate emergency radiobeacons transmitting on the fre￾quencies 121.5, 243, and 406 MHz. Since its inception, the COSPAS-SARSAT system (SARSAT satellite only) has contributed to saving over 3000 lives. The USCG receives data from MRCC stations and SAR Points of Contact (SPOC). See Figure 2910. 2911. Operation Of The COSPAS/SARSAT System If an EPIRB is activated, COSPAS/SARSAT picks up the signal, locates the source and passes the information to a land station. From there, the information is relayed, either via coast radio or satellite, to Rescue Coordination Centers, rescue vessels and nearby ships. This constitutes a one-way only communica￾tions system, from the EPIRB via the satellite to the rescuers. It employs low altitude, near polar orbiting satellites and by ex￾ploiting the Doppler principle, locates the transmitting EPIRB within about two miles. Due to the low polar orbit, there may by a delay in receiving the distress message unless the footprint of the satellite is simultaneously in view with a monitoring station. However, unlike SafetyNET, worldwide coverage is provided. As a satellite approaches a transmitting EPIRB, the fre￾quency of the signals it receives is higher than that being transmitted; when the satellite has passed the EPIRB, the received frequency is lower. This creates a notable Doppler shift. Calculations which take into account the earth’s rota￾Country Location Designator Status Australia Canberra AUMCC In Operation Brazil San Paulo BBMCC Under Test Canada Trenton CMCC In Operation Chile Santiago CHMCC Under Test France Toulouse FMCC In Operation Hong Kong Hong Kong HKMCC In Operation India Bangalore INMCC In Operation Indonesia Jakarta IONCC Under Test ITDC Taipei TAMCC TBD Japan Tokyo JAMCC In Operation New Zealand In Operation Norway Bodo NMCC In Operation Pakistan Lahore PAMCC — Singapore Singapore SIMCC — Spain Maspalomas SPMCC In Operation Russian Federation Moscow CMC In Operation United Kingdom Plymouth UKMCC In Operation United States Suitland USMCC In Operation Figure 2910. Participants in COSPAS/SARSAT system

409POSITIONREPORTINGSYSTEMStion and other factors then determine the location of theeither(1)a keyed emission modulated by a tone of 1280 HzEPIRB.to1320 Hz with alternatingperiods ofemission and silenceThe406MHzEPIRB's incorporateanidentificationof 1 to 1.2 seconds each; or (2) the radiotelephone alarmcode. Once the satellite receives the beacon's signals, thesignal followed by Morse code B (—..) and/or the callDoppler shift is measured and the beacon's digital data issign of the transmitting ship, sent by keying a carrier mod-recovered from the signal.The information is time-laggedulated by a toneof 1300 Hz or2200 Hz.For VHF (i.e.121.5formatted as digital data and transferred to the repeaterMHz and 243 MHz), the signal characteristics are in accor-downlink forreal timetransmissiontoanylocal usertermi-dancewiththespecificationsof Appendix37AoftheITUnal.Thedigital data coded into each 406MHzEPIRB'sRadioRegulations.For156.525MHzandUHF(i.e.406memoryprovidesdistressinformation to SARauthoritiesMHz to406.1MHz and1645.5MHz to 1646.5MHz),thefor more rapid and efficient rescue. The data includes acharacteristics are in accordance with CCIRsignalmaritime identification digit (MID,a 3 digit number identi-fying the administrative country) and either a ship stationrecommendationsidentifier (SSI, a 6 digit number assigned to specific ships),The purpose of these signals is to help determine thea ship radio call sign or a serial number to identify the shipposition of survivors for SARoperations.They indicatethatin distress.one or more persons are in distress, may no longer beWith the INMARSATE satellite EPIRB's, coverageaboard a ship or aircraft, and may not have a receiverdoes notextend to very highlatitudes,but within thecover-available.age area the satellite connection is instantaneous.However,Any vessel or aircraft receiving an EPIRB signal whiletoestablish theEPIRB'sposition,an interfacewith aGPSno distress or urgent traffic is being passed shall initiate areceiverorothersensorisneeded.distress message on the assumption that the EPIRB sendingstation is unable to transmit a distress message. The keying2912.Alarm,Warning,AndAlerting Signalscycles for MF EPIRB's may be interrupted for speechFor MF (i.e. 2182 kHz), the EPIRB signal consists oftransmission

POSITION REPORTING SYSTEMS 409 tion and other factors then determine the location of the EPIRB. The 406 MHz EPIRB’s incorporate an identification code. Once the satellite receives the beacon’s signals, the Doppler shift is measured and the beacon’s digital data is recovered from the signal. The information is time-lagged, formatted as digital data and transferred to the repeater downlink for real time transmission to any local user termi￾nal. The digital data coded into each 406 MHz EPIRB’s memory provides distress information to SAR authorities for more rapid and efficient rescue. The data includes a maritime identification digit (MID, a 3 digit number identi￾fying the administrative country) and either a ship station identifier (SSI, a 6 digit number assigned to specific ships), a ship radio call sign or a serial number to identify the ship in distress. With the INMARSAT E satellite EPIRB’s, coverage does not extend to very high latitudes, but within the cover￾age area the satellite connection is instantaneous. However, to establish the EPIRB’s position, an interface with a GPS receiver or other sensor is needed. 2912. Alarm, Warning, And Alerting Signals For MF (i.e. 2182 kHz), the EPIRB signal consists of either (1) a keyed emission modulated by a tone of 1280 Hz to 1320 Hz with alternating periods of emission and silence of 1 to 1.2 seconds each; or (2) the radiotelephone alarm signal followed by Morse code B (— • • •) and/or the call sign of the transmitting ship, sent by keying a carrier mod￾ulated by a tone of 1300 Hz or 2200 Hz. For VHF (i.e. 121.5 MHz and 243 MHz), the signal characteristics are in accor￾dance with the specifications of Appendix 37A of the ITU Radio Regulations. For 156.525 MHz and UHF (i.e. 406 MHz to 406.1 MHz and 1645.5 MHz to 1646.5 MHz), the signal characteristics are in accordance with CCIR recommendations. The purpose of these signals is to help determine the position of survivors for SAR operations. They indicate that one or more persons are in distress, may no longer be aboard a ship or aircraft, and may not have a receiver available. Any vessel or aircraft receiving an EPIRB signal while no distress or urgent traffic is being passed shall initiate a distress message on the assumption that the EPIRB sending station is unable to transmit a distress message. The keying cycles for MF EPIRB’s may be interrupted for speech transmission