The object of this article is to provide a broad introductory coverage of the subject, particularly concentrating on those aspects relevant to yachts cruising the coastal waters of Australia, but also with some information useful to those venturing further afield. I will deal with the various types of marine radio systems, namely 27 MHz, VHF, HF, mobile phones and satellite communications, describing their characteristics, applications, plus brief installation and maintenance comments.

 

Always remember the number one reason we have a radio in our boat is for safety, in the event of an emergency or distress situation. Apart from common-sense it is a mandatory requirement in most States and Territories of Australia.

 

The rules relating to radios vary slightly from State to State; in NSW a radio is mandatory if venturing more than 2nm off the coast. Next in importance to safety is the ability to access weather information (see “Where to Get Weather Forecasts” elsewhere on this web site), followed by position reporting, vessel-to-vessel chat, and entertainment .

 

 

By far the most common radio found on cruising yachts worldwide; every yacht will have one, and probably a handheld too. Standard VHF transceivers cost from $200 upwards, with recent models incorporating DSC (Digital Selective Calling) and AIS (Automatic Identification System) upwards of $500, antennas  from $70. Non-DSC radios do not require registration, but a Marine Radio Operators Certificate of Proficiency is required (obtained after doing a short course at some clubs and VMRs). DSC radios require to be registered with the Australian Communications Management Authority as they are individually coded (see comments later on DSC and AIS).

  

• Safety, Distress and Emergency. Always use Channel 16 for initial calling.
• Access to voice weather forecasts, from a VMR or other coast station.
• Access to VMRs for position reporting.
• Ship-to-ship communications, Channel 77 commonly used.
• Calling Port Authorities when passing through a restricted area (ie Gladstone).
• Automatic Identification System (AIS) – available with some recent models.
• Access to the Telstra Seaphone service in the few parts of Australia (far N and NW) where I believe it is still available.

VHF transceivers have a transmitter power of 25 watts (handhelds usually 5 watts), are free of atmospheric interference, and have a reliable operating range known as “line of sight” (ie the radio waves travel in straight lines). That means if the Rx antenna can “see” the Tx  antenna good reception will be obtained.  In practise two yachts with masthead antennas (recommended) will have a range of roughly 25-30 miles at sea. In inshore waters, if high ground intervenes, this will be reduced, possibly greatly (radio waves cannot go through solid obstacles). If talking to a coast station whose antenna is well above sea level, a greater range will be achieved.

 Safety – Distress and Emergencies

Mayday – an emergency involving imminent danger to a vessel and those on board.

Pan Pan – an urgency message indicating a vessel is in trouble, but not in immediate danger.

Securite – prefixes safety messages, ie weather warnings, navigation hazards etc.

 

If your VHF radio is equipped with DSC the initial calling procedure in an emergency is slightly different, as explained in a future paragraph.

 

As to which station to call in an emergency, around much of the Australian coastline this will be a VMR station, and you should always be aware of where these are located, which is the nearest, and your position in relation to it. It is advisable at the start of a passage to “log on” with a VMR station, which will then transfer your details and approximate ETA to the next VMR, who will then be expecting your call, and so on until you reach your destination, and log off. Unless otherwise instructed (as is often the case in Queensland waters) all initial calls to a VMR should be on Ch 16; the operator will invariably ask you to change to a working channel such as 73 or 74. If you should have difficulty making contact with a VMR on VHF, and you are in mobile phone range, it is perfectly in order to phone them at any time, so make sure you have their phone numbers at hand.

 

A number of VHF channels are allocated for use with repeaters (relay stations) located along the coast. These are channels 21, 22, 80, 81 and 82. They are known as duplex channels, because the transmit and receive frequencies are different. All the other channels are simplex – the transmit and receive frequencies are the same. The use of a repeater channel can give much increased range, as the repeaters are always located well above sea level, provided both transmitting and receiving stations are within line of sight range of the repeater. For example if a yacht is 50 miles south of a repeater and another 50 miles north of the same repeater, with no intervening high ground, they should be able to communicate. Always remember that for two yachts to communicate on a repeater channel, both must be within range of the same  repeater. Direct yacht to yacht communication is not possible on a repeater channel unless this is the case.

 

Repeaters are particularly commonplace in Queensland, Tasmania and SA, with NSW having an increasing number, two new ones having been commissioned in the last 12 months near Eden and Batemans Bay. They are available in the following areas in NSW (from north to south):

Kingscliff          Ch 22                                       Swansea, Gosford        Ch 80

Ballina              Chs 21 and 22                          Sydney                         Ch 81

Evans Head      Ch 22                                       Bateman’s Bay             Ch 80

Yamba/Iluka     Chs 21 and 22                          Eden                            Ch 81

Details of repeater locations and channels in other States may be found on the following web sites:

Tasmania          www.mast.tas.gov.au

Queensland      www.msq.qld.gov.au (links safety/marine radios/vmr groups etc)

SA                   www.transport.sa.gov.au

 

I am not aware of any repeaters in Victoria, WA or NT. If anyone has information to the contrary please let me know (roglin@westnet.com.au ).

  

Most manufacturers of VHF radios now offer a model with DSC, for roughly an extra $100 above the standard model. DSC is an automated calling system, using a digital format, primarily aimed at emergency situations where a single press of a distress button will cause a coded message to be transmitted (on Channel 70). This message is recognised by a receiving station (which must naturally be DSC-equipped), an alarm will sound, and your identification details displayed, together with your GPS position (your GPS can be interfaced with your radio for this feature). Your radio then automatically changes to Ch 16 for voice communication with the responding station. It is a great system, and is in operation in several parts of the world, but unfortunately VHF DSC is not yet in use by shore stations in Australia, except for a few evaluation installations. It is likely that at some time in the future the VMRs and other coast stations will be suitably equipped, but considerable financial outlay in both new equipment and training of operators will be required.

 

 

Why then should anyone sailing in Australian waters spend the extra $100 to buy a DSC–equipped VHF radio? The best reason is that all large ships are so equipped, and are no longer obliged to monitor Ch 16 for emergency voice calls. Should you be sailing offshore and in danger of being run down, you can press your red button and an alarm will sound on the ship’s bridge. You can then communicate with the ship by voice, both radios having automatically switched to Ch 16. A less important application of DSC is that you can make a call to another vessel, provided you know his DSC identification number (MMMSI). This does not provide any security, but is merely an alerting feature.

In summary, if you have a perfectly good VHF radio on board it is probably not worth updating yet to DSC, unless you consider the added safety aspect when sailing offshore is worthwhile. If you have decided to buy a new VHF anyway, then it’s definitely worth  spending the extra, as DSC will probably be introduced in the VMR network eventually. Remember that VHF radios with DSC must be registered, and you are required to have a MROCP.                 

 

This topic is mentioned for the sake of completeness, as VHF transceivers such as the Icom IC-M505 are now becoming available with  built-in AIS receiving capability, as well as DSC.

AIS is a relatively new system, operating in the VHF band, required to be fitted to all ships over 300 tons, and is a major step forward in avoiding collisions at sea. In simplicity ships equipped with AIS continually transmit their details including name, position, speed, course etc which can be received by any ship within range (typically 20-30 miles, sometimes more), and displayed either on a dedicated display, a chart plotter or laptop running charting software.

Several versions of AIS equipment are now available suitable for yachts at very reasonable prices, ranging from basic receive-only, to transponders which not only receive data from ships, but also transmit your name, position, speed, course etc to them, thereby enabling them to see you, as well as vice versa.

For a detailed description of AIS and one cruiser’s experience of installing and using it, refer to the excellent series of articles by Neil Langford of Crystal Blues, elsewhere on this web site.

Another source of information is the Marine Communications specialist Aquatronics in Sydney. Visit www.aquatronics.com.au or phone (02) 9905 5655.

 

There is no reason why the owner cannot install a VHF transceiver, with guidance from the manufacturer’s manual. The power drain is not large so 4mm wire is adequate to connect to the 12 volt source, via either a fuse or circuit breaker. If joining wire I much prefer a soldered connection rather than crimps. For best performance the antenna should be masthead mounted, which usually involves the tricky job of running the coaxial cable inside the mast. It is very important to use the correct type of coaxial cable – always use the thicker (approx 8mm diam) of the two options, known as RG-213 or equivalent, to minimise the loss of signal in the cable. It is also important to take care in fitting the coaxial connectors – follow the instruction sheet and check for short or open circuits. It is normal to have an in-line connection near the exit from the mast. It is a good idea to disconnect the antenna from the radio when in the presence of thunderstorms, preferably at the radio itself – it might just prevent damage to the radio in the event of a strike. If you have a handheld VHF (and GPS) put them in the oven during thunderstorms.

After installing a new radio and regularly thereafter, carry out a radio check by calling a reasonably distant (15-20 miles +) VMR

 

The authorities discourage the use of mobiles for emergency calls, due to unreliable coverage in some areas and the “one to one” nature of the communication, however if other means are not available, a call to your nearest VMR, or direct to the Australian Maritime Safety Authority’s Rescue Co-ordination Centre in Canberra on 1800 641 792, would definitely be worthwhile. Alternatively a “000” call will be answered by an Emergency Call Centre (which might be anywhere in Australia).

 

For non-emergency applications of course mobile phones have many applications on board as well as the obvious one of keeping in touch with friends and family. Access to the internet via laptop and wireless modem or mobile phone is becoming commonplace, and is particularly useful in accessing detailed weather information (refer to the article “Where to Get Weather Forescasts” elsewhere on this web site).

 

For many years the only long range communication medium available to mariners, the popularity of HF has waned over the last 5 to 8 years following the introduction and increasing competitiveness of satellite based systems. This has caused a significant decline in HF services, with a number of important milestones effecting Australian yachties, such as the closure of the Telstra-operated coast stations in 2002, and the closure of Penta Comstat in 2006. However, as data communication and computer technology were at the same time taking great leaps forward, some clever people found new applications for marine HF, in addition to simple voice communications. These include DSC (digital selective calling), low speed data transfer including email, and weatherfax reception, all of which have considerably extended the life of HF. Although the above features are particularly relevant to long distance cruisers, many are also of great interest to coastal cruisers, especially in the remoter parts of Australia where VHF and mobile phone services are sporadic. An HF transceiver installation must be registered with the AMCA, and a  MROCP is required

 

Safety – Distress and Emergencies

For yachts crossing oceans, unless you have a satphone on board, HF remains your only way of seeking help. Most models have a transmit power of 100–150 watts, giving useful ranges of up to 5000 miles and often more. Some basic knowledge of radio wave propagation is useful, as correct selection of frequency depending on distance and time of day is necessary for successful communications. Two guidelines apply - for a given distance use a lower frequency by night than by day (the higher the sun, the higher the frequency), and the further the distance, the higher the frequency. With a bit of trial and error you will soon get the hang of it. There is a lot of         useful information on the Ionospheric Prediction Service’s web site www.ips.gov.au/HF_systems .

 

Most HF transceivers on the market today are equipped with DSC, which operates as described for VHF above, except that in Australia there are just two DSC-equipped stations to call – one at Charleville in Queensland (call sign VMC) and one at Wiluna in WA (call sign VMW). These are major high-powered installations remotely controlled from the RCC in Canberra, primarily for the receipt of DSC emergency calls on a range of frequencies designed to cover the offshore and ocean waters for which Australia is responsible. For full details including frequencies visit the AMSA web site www.amsa.gov.au . The stations cannot respond to emergency voice calls, only DSC calls. So, in the event of an emergency, the procedure is to select the DSC frequency to suit the time of day and your distance from VMC or VMW, and press the distress button. Your call will be automatically acknowledged and your radio will change frequency to the associated voice frequency, and voice communication can proceed.

  

If you do not have a DSC-equipped HF transceiver, and are restricted to voice calls for assistance, the options in Australian waters are limited. When the Telstra coast stations closed in 2002 they were replaced by a number of State operated stations at Sydney, Gladstone, Cairns, Darwin, Port Hedland, Perth, Adelaide, Melbourne and Hobart. With the exception of Hobart, these stations have received poor reports from yachties. With the exception of Hobart, they are only available to respond to emergency calls on 4125, 6215 and 8291 kHz, with weather warnings transmitted on 8176; they do not broadcast routine weather forecasts, or even do radio checks. Some VMR stations have HF transceivers, and if all else fails in an emergency you may get through, but most of their operators are not well trained in HF. Many still monitor the outdated frequency of 2182 kHz, sometimes in addition to 4125 and 6215. This lack of an adequate HF coast station network is the main reason for the demise of HF as far as coastal cruisers are concerned.

 

For those cruising outside VHF or mobile phone range, HF provides an excellent option for receiving weather forecasts and information, both by way of voice broadcasts from VMC and VMW, and by receipt of weatherfax charts using an HF receiver and a laptop. These are described in detail in the article “Where to Get Weather Forecasts” elsewhere on this web site.

 

 

This is also mentioned in the above article in relation to obtaining weather data in the form of text messages or GRIB files. An annual

subscription to the Sailmail organisation, and a suitable Pactor modem enables you to send and receive emails (no attachments) without any further charge. This is an excellent service, that is still expanding as the demand increases.

The Australian Sailmail station near Forster on the east coast is one of the busiest in the world. There is a similar service available to licenced amateur radio operators called Winlink.

 

Another important application for HF is the cruising net. All over the world, wherever cruisers congregate or set off to cross oceans, there is an HF net with daily skeds for yachts to involve themselves in. Many of these are informal, on frequencies agreed between the participants. Some are more formalised, for example the Sheila Net, originally set up on the east coast by a circumnavigating American couple, operating at 0800 on 8161 kHz during the cruising season. Another example is the Coastal Cruising Club’s chat session on 8161 at 1710 during the season. Apart from being great fun, they enable you to keep track of friends, and also have a safety function  covering a whole range of topics from medical to weather. 

 

Installation of an HF system is more complex than a VHF or 27 Meg radio, but can certainly be done by the owner, following the manufacturer’s manual, the most important aspects being the antenna, earth and 12 volt supply.

The most common and arguably most efficient antenna is the backstay, fitted with insulators top and bottom. Connection to the antenna tuner must be with non-coaxial cable. I use the old-fashioned type of automotive ignition cable, with a multi-strand copper inner conductor, but RG-213 coax with the outer pvc and copper braid removed is also good. Use a proper feed-through to pass the cable through the deck. Whip antennas are available as an alternative – the longer the better. They are normally supplied with a suitable length of cable to connect direct to the tuner.

Nowadays antenna tuners are invariably the automatic type, and should be installed under the deck toward the stern of the boat. The antenna effectively starts at the terminal on the tuner, so it is good to minimise the horizontal run.

 

 

A good earth is as important as a good antenna, ie making good contact with the sea. In grp hulls this can be achieved in a number of ways, the most usual being to connect to a keel bolt (it doesn’t matter if the metal part of the keel is encased in fibreglass as there will still be adequate capacitive coupling), or to install an earth plate which is designed to provide maximum area in contact with the water. Whichever is used it is important to keep the connection to the tuner’s earth terminal as short as possible and to use at least 25mm wide copper strip (not even heavy welding cable). In steel hulls connection may be made to a convenient part of the hull close to the tuner.

The final very important aspect is the 12 volt DC connection. HF transceivers draw very high currents when transmitting, reaching as much as 20-30 amps on voice modulation peaks during transmission. It is essential to use very heavy wiring, as short as possible, and to connect direct to the battery via a heavy duty fuse (ie 32 amps) located alongside the battery bank. Avoid using a circuit breaker, and always use soldered rather then crimped connections.

  

You may experience some interference on the radio in receive mode, from a number of possible sources – engine alternator, electric fridge, inverter etc. Some of these are hard to eliminate, but can usually be improved by fitting various types of interference filters to the troublesome item. This requires a bit of trial and error and possibly advice from a marine electrician. With persistence it can usually be eliminated.

You may also experience interference caused by the HF radio in transmit mode – particularly with autopilots and instrumentation – usually on certain frequencies. This is annoying and sometimes hard to eliminate. It is due to the radio transmitting a lot of RF power which is picked up either by direct radiation or coupling between wiring. The latter can be improved by installing the antenna tuner, antenna and earth cables, and the coax between the radio and tuner as far as possible from any instrumentation wiring. It may be necessary to provide extra shielding to critical wiring to reduce coupling. This can be tedious and requires trial and error but can usually work.

 

Finally, as with any new installation, always carry out a radio check. This is easy on receive, by listening to the regular weather broadcasts from VMC and VMW on various frequencies. For transmit, if you have a DSC radio it is possible to make a test emergency call to the same stations. If you don’t have DSC, the options are limited as there are few HF coast stations willing to accept radio check calls. Try Coast Radio Hobart, or Taupo Maritime in NZ (using one of the international distress/calling frequencies 4125, 6215, 8291 12290 or 16420 kHz), the Sheila Net or CCCA chat session (8161 kHz, in season), or a VMR on 2182 or 4125.

  

In spite of the negative aspects off HF, there are very few long distance cruisers who would be without one. Although quite expensive to buy new (around $5000), once you have it the operating costs are virtually zero – only your annual Sailmail subs. In addition to the safety aspect and receiving weather data, you can send and receive as many emails as you wish, chat to friends for as long as you wish, plus listen to Radio Australia or the BBC World Service. Nevertheless an increasing number of long distance yachties also have a satphone on board for emergencies.

 

 

As the use of satellite phones has increased so much over the past few years, and will continue to do so, some comment should be included for the sake of completeness. They have contributed to the decline in HF useage by coastal cruisers, as they are not only becoming more competitively priced, but they are easier to use.  Good communication is more likely to be achieved than is often the case with HF, which is prone to the vagaries of the ionosphere, needing some basic knowledge and experience on the part of the operator to get the best out of it. A satellite phone requires no skill other than how to switch it on and dial the number, and the handheld models can be taken into the liferaft with you. These factors make it an attractive item to have on board when crossing oceans or venturing into remote areas lacking in VHF or mobile phone coverage. Furthermore, together with a laptop, you will have access to the internet (albeit at some cost), with all the benefits that provides.

 

 

 

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