REPORTING SYSTEMS

1. JASREP

Japan Reporting System (JASREP) is a system whereby ships are encouraged to participate in the reporting system to establish contact, monitor ship’s position and to rescue vessels that are in distress through positive utilization of the system. Position reports and relevant information from ships are processed by the computer and maintained under strict control. The system is to ensure the safety of the vessels in that the Japan Coast Guard contacts the participating vessel if she fails to report in a 24-hr sequence, and in the possible event of an unfortunate distress case, it enables prompt and effective search and rescue operation. The Japan Coast Guard dispatches its assets and if necessary requests the JASREP participating vessel in the vicinity to proceed to the scene for their support.

JASREP SERVICE AREA

JASREP service area is latitude 17 degrees and northward and longitude 165 degrees and westward.

Send an e-mail report to: jasrep@jcgcomm.jp with the subject line which reads: JASREP

TYPES OF REPORT AND TIMEING

SP: Sailing Plan – Sailing Plan is the basic information to estimate a ship’s position, and it should be sent at the time when the ship participates in this system. Reports should therefore be made when the ship departs from a port within the service area or when the ship enters the area.

PR: Position Report – Position Report is the information to verify if the ship’s position input according to the Sailing Plan is correct. The 1st report should therefore be sent at an optional time within 24 hours of departure from a port or entering the service area, and then the reports should be sent subsequently no less frequently than every 24 hours until Final Report.

DR: Deviation Report – Deviation Report is the information to be used for necessary correction of pre-reported Sailing Plan when a ship deviates from the intended course due to a change in the Sailing Plan. Reports should be sent whenever the Ship’s position deviates 25 miles or more from the original track, the port of destination is changed, or other changes occur with a resultant change in Sailing Plan.

FR: Final Report – Final Report is the information to terminate participation in the system. Accordingly, the report should be sent prior to or on arrival at the port, or when a ship departed from the service area of the system

2. AUSREP

Australian Reporting System (AUSREP) is an integral part of the Maritime Search and Rescue (SAR) system in Australia. AUSREP is operated by the Australian Maritime Safety Authority through the Rescue Coordination Centre (RCC Australia). The objective of the AUSREP system is to contribute to the safety of life at sea by – limiting the time between the loss of a ship and the initiation of search and rescue action, in cases where no distress signal is sent out; limiting the search area for a rescue action; and providing up-to-date information on shipping resources available in the area, in the event of a search and rescue incident.

Concept of the AUSREP system: On departure from an Australian port or on entering the AUSREP area from overseas:

The Captains are to send a Sailing Plan (SP) to RCC Australia. A computerized plot will be maintained of the ship’s position; Captains are to make their ships available for polling and notify AMSA by inserting the word ” POLL” in the appropriate section of the SAIL PLAN; or Where Polling is unavailable,

Captains should send a Position Report (PR) each day at a convenient time nominated by the ship 2200 UTC and 0800 UTC. The Maximum time between any two reports is not to exceed 24 hours.

Dates and times contained in AUSREP are to be in Universal Coordinated Time (UTC); If polling is used, the requirements to pass manual position is removed.

Final Report (FR) is to be sent on arrival at the destination or on departure from the AUSREP area. Should a ship at any time be in a position more than two hours steaming from the position that would have been predicted from the last SP or PR, then a Deviation Report must be sent. Failure to send an AUSREP DR, may result in a search being concentrated in the wrong area and the possibility that survivors from a stricken ship may not be found.

3. AMVER

Automated Mutual Vessel Rescue System (AMVER) is a ship reporting system for search and rescue. It is a global system that enables the identification of other ships in the area of a ship in distress, which could then be sent to its assistance.

AMVER information is used only for search and rescue and is made available to any rescue coordination center in the world responding to a search and rescue case. The Coast Guard actively seeks to increase participation in this voluntary reporting system. Each year, more vessels participate in the system and more lives are saved. Currently, ships from more than 143 nations participate. AMVER represents “free” safety insurance during a voyage by improving the chances for aid in an emergency. By regular reporting, someone knows where a ship is at all times on its voyage in the vent of an emergency. AMVER can reduce the time lost for vessels responding to calls for assistance by “orchestrating” a rescue response, utilizing ships in the best capability to avoid unnecessary diversions in response to a MAYDAY or SOS call. AMVER, SPONSORED BY THE United States Coast Guard, is a unique, computer-based, and voluntary global ship reporting system used worldwide by search and rescue authorities to arrange for assistance to persons in distress at sea. With AMVER, rescue coordinators can identify participating ships in the area of distress and divert the best-suited ship or ships to respond. AMVER’s mission is to quickly provide search and rescue authorities, on-demand, accurate information on the positions and characteristics of vessels near a reported distress.

REPORTS

a) Sailing Plan (SP)

This report contains the complete routing information and should be sent within a few hours before departure, upon departure, or within a few hours after departure. It must contain enough information to predict the vessel’s actual position within 25 nautical miles at any time during the voyage, assuming the Sailing Plan is followed exactly. Sailing Plans require A, B, E, F, G, I, L, and Z lines. The M, V, X, and Y lines are optional. (The Y line is required for U.S. vessels).

Sailing Plan (Example)

AMVER/SP//

A/VESSEL NAME/CALL SIGN//

B/240620Z MAR//

E/045//

F/198//

G/TOKYO/3536N/13946E//

I/LOS ANGELES/3343N/11817W/031300Z APR//

L/RL/190/3448N/3954E/NOJIMASAKI/240850Z//

L/GC/210/4200N/18000E/280400Z/ L/RL/200/4200N/16000W/300030Z/ L/GC/188/3422N/12047W/030500Z APR//

L/RL/161//

M/JCS//

V/NONE//

X/NEXT REPORT 250800Z//

Y/JASREP/MAREP// Z/EOR//

b) Position Report (PR)

This report should be sent within 24 hours of departing port and a least once every 48 hours thereafter. The destination should be included (at least in the first few reports) in case Amver has not received the Sailing Plan information Position Reports require A, B, C, E, F, and Z lines. The I is strongly recommended. The M, X, and Y lines are optional. (The Y line is required for U>S. vessels).

Position Report (Example)

AMVER/PR//

A/VESSEL NAME/CALL SIGN//

B/281330Z NOV//

C/4200N/17544W//

E/090// F/200//

I/LOS ANGELES/ 3343N/11817W/031300Z DEC//

M/NMC//

Y/MAREP//

Z/EOR//

c) Deviation Report (DR)

This report should be sent as soon as any voyage information changes which could affect Amver’s ability to accurately predict the vessel’s position. Changes in coarse or speed due to weather, ice, change in destination, diverting to evacuate a sick or injured crewmember, diverting to assist another vessel, or any other deviation from the original Sailing Plan should be reported

Deviation Reports require A, B, C, E, F, and Z lines. The I and L lines are required if destination or route changes. The I line is always strongly recommended, even when not required. The M, X, and Y lines are optional. (The Y line is required for US. vessels).

Deviation Report (Example)

AMVER/DR//

A/VESSEL NAME/CALL SIGN//

B/291200Z NOV//

C/4200N/16654W//

E/090//

F/175//

I/LOS ANGELES/3343N/12047W/040100Z DEC//

X/REDUCED SPEED DUE TO WEATHER//

d)Final Arrival Report (FR)

This report should be sent upon arrival at the port of destination. This report properly terminates the voyage in AMVER’s computer ensures the vessel will not appear on an AMVER SURPIC until its next voyage, and allows the number of days on plot to be correctly updated. Final arrival Reports require A, K, and Z lines. The X and Y lines are optional. (Y line is required for U.S. vessels).

Final arrival Report (Example)

AMVER/FR//

A/VESSEL NAME/CALL SIGN//

K/LOS ANGELES/3343N/12047W/032200Z//

Y/MAREP//

Z/EOR//

Other than these repoting one of the most common report is the NOON REPORT

Noon Position Report – is a daily report to the owner and charterer indicating ship’s position at noon whether the vessel is at anchor, at sea or in port including the meteorological conditions of a particular place such as wind force and direction, swell, wave height, vessel average speed for 24 hours, present course and speed, fuel oil and diesel oil consumption and remaining on board (ROB) including ETA at next port of call.

Interview questions fleet management Candidate 5 – the year 2017

These questions were asked from Debendra from IMU Chennai Campus in the year 2017.

  • Any Sports event next Month?
  • Favorite Sports?
  • What does your father do?
  • Favorite Subject?
  • What is the angle of loll?
  • The TimeZone of India?
  • Magnetic compass?
  • Gyro compass?
  • Errors in Magnetic Compass?
  • Difference between Safe working load and load density?
  • Where is LA?
  • How Variation and Deviation changes?
  • What is latitude?
  • What is timezone?

Interview questions fleet management Candidate 4 – year 2017

Questions asked from ROBERT FERNANDEZ from IMU Chennai campus.

  • What is flotation?
  • Recent News about cricket
  • Cardinal Points
  • Air Pollution and Regulation
  • Types of cargos carried by ships?
  • Number of lifeboats carried?
  • What is Radar?
  • Use of Loadline mark(This question was also asked the next year in 2018 and Nobody gave a satisfactory answer.)
  • Where is loadline located?
  • Equipments on the Bridge?