98011 The Demise of the Morse Code

The Demise of the Morse Code
Report No. 98011

The implementation of GMDSS is a subject of continuos criticism. It is widely reported that it is still unreliable for the purposes of safety at sea and Search and Rescue (SAR). There is a growing perception that GMDSS implementation is running into real problems. An independent Communications Officer is not now needed and the responsibility is handed over to the bridge watchkeeping officers as an additional duty. The “industry” of producing sufficient certificated operators before full implementation on 01/02/99 is working flat out.

We raise the question:

“Are mariners safe at sea or is safety under siege”?

Let us tell you why safety may be under siege.

1. The percentage of old ships is too high.
2. A ship is a multinational workplace with many seafarers unable to speak English.
3. Officers are being given additional duties,
4. Some officers are incompetent or have forged certificates,
5. Many bridge watchkeepers are alone on the bridge due to minimum crewing or heavy work load.
6. They often have to correct charts or nautical publications whilst on watch which is contrary to the collision regulations.

The installation of the GMDSS equipment plus telex, fax and telephone and other alarm sounds on the bridge are an additional headache to the officer on duty. The theory which originated from the electronic equipment producers is that no experienced officer is required and it is more economic for the ship owner to fit new equipment. It is however a visible danger that the safety of the ship, seamen and passengers is put at risk. The role of the bridge watchkeeper is diverted from navigation and safety when he has to deal with requests from other officers and crew members to send their requisitions spare parts, stores, provisions and other requirements from the ship. Furthermore the officer has to arrange for crew telephone calls and telegrams. Whilst engaged on these additional duties he has to switch off the watchkeeping receiver and VHF if they become noisy.

The human element is, quite rightly, a major topic in the maritime industry. Unfortunately we have compensated for poor human performance and lack of experience in recent years by fitting more and more sophisticated equipment and introducing more and more legislation on a workforce which is less and less able to meet the demands placed on it.

The implementation of GMDSS requires further revision. The presence of a Radio Electronics Officer to operate all the communication equipment including GMDSS is important. The Safety of Life at Sea may not appear so important to politicians and to those taking decisions sitting comfortably in the chairs at a convention. It is important to the people who spend their lives at sea. Those who participate in taking the decisions should have first hand knowledge of the life at sea and realise the problems of a search and rescue operation in a stormy sea before putting their signature to decisions and revisions regarding the safety of seafarers. If the present adoptions on the implementations of GMDSS remain in force, our fear is that it will increase the loss of life at sea.

There are a lot of players taking part in the game of protection of life at sea. These include:

IMO delegates, Government bodies, Shipowners, Manufacturers of equipment, Technologists etc.

Is anyone forgotten on the above list? What about the seafarers themselves?

Does any of the IMO member states have the courage to take the responsibility to change the resolutions? The next IMO/COMSAR session is near, we hope that the seaman's voice will be heard. Otherwise it will be once again obvious that the international economic interest comes first with safety coming second. We have not perhaps managed to persuade you that our fears for safety of life at sea are real ones but perhaps we have managed to make you think.

Whilst the above report may strike some as the bitter feelings of professional officers who have seen that their training and previous work experience is no longer required by the shipping industry, there are some very interesting facts described which will no doubt strike a chord with many a bridge watchkeeper in addition to the few Radio Officers left.