U.S. GMDSS IMPLEMENTATION TASK FORCE Captain Jack Fuechsel, Executive Director 7425 Elgar Street Springfield VA 22151 26 October 1998 Open letter to manufacturers of Marine Electronics equipment certified for GMDSS in the U.S. The U.S. Implementation Task Force for the Global Maritime Distress and Safety System (GMDSS) has made numerous recommendations to facilitate implementation of GMDSS and address problems which have been identified. Perhaps the most significant problem now being encountered is excessive false distress alerts which are causing major disruptions to Coast Guard operations. These false alerts are being experienced in EPIRB systems, in the Inmarsat-C system, and in all three systems using Digital Selective Calling (VHF-DSC, MF-DSC, and HF-DSC). These false alerts are being transmitted inadvertently by GMDSS certified ships whose operators, while licensed, seem to be only marginally proficient. The Task Force has strongly recommended upgrades in training and licensing programs for GMDSS ships most of which are being implemented by government authorities. We expect that this program will reduce the false alerts from GMDSS ships by the year 2002 when the new STCW 95 GMDSS certification requirements for deck watch officers become effective. The false alerts are also being sent by voluntary users who are permitted to use GMDSS equipment but are not required to be trained or licensed. The Task Force is formulating further recommendations to government authorities to address this situation but any remedial action will take several years to become effective. Because the U.S. Coast Guard shore networks supporting the VHF and MF DSC systems have been delayed and the FCC rulemaking does not require early conversion of VHF transceivers to DSC, voluntary vessels in the U.S. have been slow to adopt DSC but the Coast Guard anticipates a severe escalation of the DSC false alert problem as the numerous voluntary vessels fit VHF-DSC. Because the manufacturer's equipment manuals provide a ready reference for vessel operators on GMDSS procedures, it is important to the smooth functioning of the system that these manuals contain at least minimal information on the GMDSS system and procedures to avoid false alerts. In many cases, the manuals and some minimal instruction by the installing agent may be the only GMDSS guidance received by operators of voluntary vessels. Note especially the recommendations to Manufacturers and Service Agents contained in IMO-COM/Circ.127 and IMO-COMSAR/Circ.12 which are attached for your information. EPIRB false alerts continue to be a problem but they have been mandatory shipboard equipment since 1993 and the COSPAS- SARSAT organization has a continuing program aimed at reducing EPIRB false alerts. In similar fashion, the Inmarsat organization has been working to reduce false alerts form their ship earth stations, especially Inmarsat-C. Since there is no international organization other than the IMO and the ITU providing oversight over the DSC systems, the Task Force has decided to concentrate its initial efforts on manufacturers of VHF, MF, and HF DSC equipment. The Task Force has directed me to contact all manufacturers of GMDSS DSC equipment certified for use on U.S. ships with the request that equipment manuals prepared for distribution with such equipment contain a brief description of the GMDSS system, precautions to be taken to avoid inadvertent false alerts, the proper procedure for canceling a false alert should one be sent inadvertently, and the need to refrain from relaying a DSC distress alert from other vessels until shore stations have had an opportunity to acknowledge the alert. This Task Force program is endorsed by the U.S. Coast Guard, the FCC, and the National Marine Electronics Association. The Task Force will provide advice and support this initiative to the extent possible. Enclosures to this letter provide the current IMO guidance on avoiding false alerts, canceling false alerts if sent inadvertently, and relay of DSC alerts. The following is a list of points which the Task Force feels should be covered in the manuals dealing with particular systems to enhance the operator's understanding and remind him of new requirements which will become effective in the near future such as connection of a navigation receiver to equipment capable of sending an automatic alert: Cautionary procedures to avoid False Alerts Procedures for canceling an inadvertent alert Caution not to relay alerts from other vessels except in very special situations Need to follow up a DSC alert with voice communications on designated channel IMO/ITU recommendation to connect navigation receiver output to VHF transceiver Reminder that transceiver must have vessel's MMSI number embedded and registered Reminder that transceiver must be re-registered to new owner if vessel is sold Reminder that transceiver should be turned on whenever vessel is in operation The Task Force would be pleased to receive an extract from each manual on GMDSS DSC equipment which the manufacturer believes already adequately meets these objectives. Extracts are also invited containing the revised information planned for future editions. Reducing the burdensome false alerts is the major endeavor of the Task Force at this time and any recommendations for dealing with the problem would be welcome. Thank you for your assistance with this important project. If you decide to assign responsibility for this program to a particular representative of the Company, please advise the Task Force of the point of contact for follow-up purposes and also to ensure that he is placed on the mailing list for our GMDSS Service Agents and Manufacturers Task Group. Sincerely, JACK FUECHSEL Enclosures: IMO-COM/Circ.127 Guidelines for Avoiding False Distress Alerts IMO-COMSAR/Circ.12 Relays of Distress Alerts by DSC file saltr-2.wpd/txt