All electronic communications have failed following a fire in the radio room. The examiner asks you to describe how you would transmit the Morse distress signal SOS by signal lamp, and what the correct Morse code for SOS is.

A. MORSE SOS BY SIGNAL LAMP: SOS MORSE CODE: · · · — — — · · · (three dots, three dashes, three dots). Transmitted as a continuous signal without letter spacing — SOS is a single code group, not three separate letters. SIGNAL LAMP OPERATION: (1) Select a powerful signal lamp (Aldis lamp or bridge searchlight with shutter if Aldis not available); (2) Aim at the horizon in all directions systematically — rotate the beam in arcs; (3) Transmit SOS repeatedly with a short pause between each group; (4) SHORT FLASH = DOT (dit), LONG FLASH = DASH (dah) — convention: dash = three times the duration of a dot; (5) Continue transmission even if no reply — a vessel or aircraft may be observing without immediate ability to respond; (6) If response received (vessel using signal lamp in reply) — acknowledge by sending "AR" (· — · — ·) meaning "end of transmission / message received" and then transmit your position, situation and MIST report in Morse or by holding up position card; ADDITIONAL VISUAL DISTRESS SIGNALS: (a) Flames on deck (burning oily rags in metal bucket — controlled fire signal); (b) Orange smoke signals (daytime); (c) Red parachute rocket flares; (d) Raising and lowering outstretched arms slowly and repeatedly.

B. SOS in Morse is — — — · · · — — — (three dashes, three dots, three dashes). Each letter is transmitted separately with a gap between S, O and S.

C. Visual distress signals are no longer in the STCW syllabus. GMDSS has replaced all visual methods — modern vessels rely solely on DSC, Inmarsat-C and EPIRB for distress alerting.

D. The correct Morse for SOS is · — · — · — (alternating dot dash). Transmit on the bridge searchlight at maximum intensity and maximum speed for best range.

A. IMO STANDARD MARINE COMMUNICATION PHRASES (SMCP 2001): The SMCP is an IMO publication (Resolution A.918(22)) providing standardised English phrases for maritime communications. LEGAL BASIS: SOLAS Chapter V, Regulation 14 requires that officers in charge of a navigational watch on ships required to carry a radio installation shall be proficient in the use of English. The SMCP provides the standardised language to fulfil this requirement. WHEN MANDATORY: (1) VHF bridge-to-bridge communications for collision avoidance; (2) Communications with Vessel Traffic Services (VTS) — initial call, position reports, intentions; (3) Distress, urgency and safety communications on Channel 16; (4) Communications with pilots during embarkation and passage; (5) Port authority and harbour control communications; (6) SAR coordination communications; (7) Communications with other vessels for manoeuvring in restricted waters. STRUCTURE OF SMCP: phrases are organised by function — external communications (VHF), internal ship communications, and safety-related phrases. Responses use standard acknowledgements: "I read you", "Stand by", "Say again", "Received". KEY PRINCIPLE: English is the working language of international maritime communications — if neither party is a native English speaker, both must use SMCP rather than their own language.

B. SMCP are voluntary guidelines produced by IMO. They are only recommended practice and SOLAS does not require their use — captains may use any language agreed between the two vessels.

C. SMCP apply only to communications with shore-based VTS. Ship-to-ship communications may use any mutually understood language including the officers' native languages.

D. SMCP are required only for passenger vessels. Cargo ship officers must be proficient in English but are not required to follow the standardised SMCP format.

A. SMCP COLLISION AVOIDANCE CALL — CORRECT APPROACH: Initial call on Ch 16 (then switch to a working channel, typically Ch 13 or 16): "Vessel bearing [bearing] from me, this is [vessel name] on VHF channel [xx], over." After contact: "I am the stand-on vessel. I intend to maintain my course and speed. Please confirm your intentions, over." OR if you are the give-way vessel: "I am the give-way vessel. I intend to alter course to starboard [or slow down] to pass astern of you. Do you agree? Over." KEY SMCP PHRASES: "I intend to alter course to starboard/port", "I am altering course to starboard/port", "I intend to stop my engines", "Please indicate your intentions." RISKS OF VHF COLLISION AVOIDANCE: (1) VHF agreements are NOT a substitute for COLREGs action — the give-way vessel must act in good time regardless of VHF exchange; (2) VHF agreements can create false confidence — the other vessel may not follow through; (3) Use call sign or vessel name to ensure you are speaking to the correct ship — "vessel ahead" is ambiguous; (4) Rule 8 requires action to be positive, taken in ample time — do not delay COLREGs action waiting for VHF response; (5) Document the exchange in the deck log.

B. Call the vessel on Ch 16 and agree to both alter to starboard. Once agreed by VHF, both vessels should proceed according to the agreement and no formal COLREGs action is needed.

C. VHF should never be used for collision avoidance — it creates legal liability by demonstrating awareness of the risk before action was taken. Use radar and take COLREGs action silently.

D. Use any language common to both bridges. SMCP only apply to VTS communications. Ship-to-ship collision avoidance VHF calls have no standardised format requirement.